Materials and Processes

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

PROPERTIES OF METALS
Strength
One way to classify metals is according to the amount of strength they
possess. A metal's strength is determined by the percentage of parent metal
and other elements used to make an alloy.
Tensile Strength
It is the maximum tensile load per unit area which a material can withstand.
Yield Strength
It is the ability of metal to resist deformation. Once the yield point is reached
the metal deforms without an increase in the applied stress.
Ultimate Strength
It is the maximum stress a material can sustain without rupture.
Limit Strength
It is the maximum stress expected in any structural member. Compression
members have lower limit load due to stability (buckling and crippling).
Properties of Metals
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.
Flexural Strength (Modulus of Rupture, Bend Strength, or Fracture Strength)

It is defined as a material's ability to resist deformation under load. The
flexural strength represents the highest stress experienced within the
material at its moment of rupture.
Elastic Limit – is the greatest stress a material can withstand without a

permanent deformation remaining upon complete release of the load. The
aim in aircraft design is to keep the stress below this point.
Other Strength Terms
Stress – is the load per unit are acting on a material
Strain – is the deformation of a material caused by an applied load
Proportional Limit – is the greatest stress at which strain (deformation) is
directly proportional to stress.
Proof Stress – is a stress a material can withstand without resulting in
permanent elongation of more than 0.0001 inch per inch of gage length after
complete release of stress.
Elongation – is the difference in gage length before being subjected to any
strength and after rupture.
Reduction of Area – is the difference between the original cross-sectional
area and the least cross-sectional area after rupture.
Permanent Set – (also called set, permanent deformation, plastic strain, or
plastic deformation). This is any strain remaining after removing the stress.
Ultimate Factor (Factor of Safety) – is the ratio of ultimate stress to limit
stress. For nearly all aircraft design, the ultimate factor is 1.5
Margin of Safety – ultimate factor minus 1
Stress Ratio – the ratio of maximum to minimum stress applied in one cycle of
loading in fatigue test.
Stiffness Ratio – is the ratio of applied load per deformation
Poisson’s Ratio – is the ratio of lateral strain to axial strain

μalum = 0.33 μsteel = 0.3
Moduli within the Proportional Limit (Elastic Range)

1. Modulus of Elasticity (Young’s Modulus) - is a number that measures an object or
substance's resistance to being deformed elastically when a force is applied to it.
Ealum = 10x106 psi ECRES = 26x106 psi
Esteel = 29x106 psi Etita = 16x106 psi
2. Modulus of Rigidity (Shear Modulus) - is the coefficient of elasticity for a
shearing force.
Galum = 4x106 psi Gtita = 6x106 psi
Gsteel = 12x106 psi
Moduli above the Elastic Limit (Plastic Range)
1. Tangent Modulus – slope of tangent to the stress-strain curve
2. Secant Modulus – slope of secant to the curve that passes through the origin and
a point on the curve
Et < Es < E
Resilience – capacity of a material to absorb energy in the elastic range

Modulus of Resilience – ratio of maximum energy absorbed per unit volume
Toughness – energy absorption in the plastic range
Modulus of Toughness - Amount of work per unit volume of a material required to carry
that material to failure under static loading. Equal to the area under the entire stress-
strain curve.
Hardness
A metal's hardness refers to its ability to resist cutting,

penetration, or abrasion. The tensile strength of steel
relates directly to its hardness, but for most metals this
relationship is not absolute. Some metals are hardened
through heat-treating or work-hardening, while others are
softened by a process called annealing.
Brittleness
Brittleness describes a material's tendency to break or

shatter when exposed to stress, and is the opposite of
ductility and malleability. A brittle metal is more apt to
break or crack before it changes shape. Because structural
metals are often subjected to shock loads, brittleness is not
a desirable property. Cast iron, cast aluminum, and very
hard steel are examples of brittle metals.

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.
Ductility
The ability of metal to be drawn into wire stock, extrusions, or rods is
called ductility. Ductile metals are preferred for aircraft use because of
their ease of forming and resistance to failure under shock loads. For
this reason, aluminum alloys are often used for cowlings, fuselage and
wing skins, and formed or extruded parts such as ribs, spars, and
bulkheads.

Toughness
Toughness is a material's ability to resist tearing or breaking when it is
bent or stretched. Hammer faces and wrenches are examples of
metal that must be tough as well as hard to be useful.
Elasticity
Elasticity describes a metal's tendency to return to its original shape

after normal stretching and bending. The flexibility of spring steel
used for the construction of landing gear is a 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, copper, and aluminum.
Expansion and Contraction
The property of a metal to expand when heated and shrink when

cooled is called thermal expansion. The amount of expansion or
contraction is predictable at specific temperatures and is called its
coefficient of expansion. All aircraft experience thermal expansion
and contraction as the ambient temperature changes.

Fusibility
The ability of metal to be joined by heating and melting is defined as

fusibility. To fuse metal means to melt two or more compatible pieces
of metal into one continuous part. The correct term is called fusion
joining or welding.
Density
Density is a material's mass per unit volume. The standard from which a
metal's density is determined is water with a density of 1g/cc.

METALWORKING PROCESSES
After metal alloys are produced, they must be formed into useful shapes.
Wrought objects are those formed by physically working the metal into
shape, whereas cast items are formed by pouring molten metal into molds.
When it comes to mechanically working metal into a desired shape, there are
three methods commonly used. They are hot-working, cold-working, and
extruding.
Hot-Working
Hot-working is the process of forming metal at an elevated temperature when

it is in its annealed, or soft condition. Almost all steel is hot-worked from the
ingot into a form which is either hot- or cold-worked to a finished shape.
Rolling – consists of forming hot metal ingots with rollers to form sheets,
bars, and beams.
Forging – is a process wherein a piece of metal is worked at temperatures
above its critical range.

Metalworking Processes
Rolling is a process of reduction of the cross-

sectional area or shaping a metal piece through
the deformation caused by a pair of rotating in
opposite directions metal rolls.
• Bloom – 6x6 .in or larger; approximately square

• Billet – less than 6x6 in; approximately square
• Slabs – rectangular sections in which the width
is greater than twice the thickness
Hammer forging (drop forging) is forming a

preheated workpiece by using impact energy of
the falling hammer forcing the metal to fill the
space between the punch (a part attached to the
hammer) and the forging die (a part attached to
the anvil).
The surplus metal which has been squeezed out

into the relieved section is called the fin or flash.
This fin is trimmed off the finished part.

• Pressing is used to form large and heavy parts. Since a press is slow acting, its
force is uniformly transmitted to the center of the material being pressed. This
affects the interior grain structure resulting in the best possible structure
throughout.
• Drop forging is a hammering process whereby a hot ingot is placed between a

pair of formed dies in a machine called a drop hammer and a weight of several
tons is dropped on the upper die.
• Hammering (smith forging ) is a type of forging that is usually used on small parts
because it requires a metalworker to physically hammer a piece of metal into its
finished shape. The advantage of hammering is that the operator has control
over both the amount of pressure applied and the finishing temperature.
• Upset forging is a forging operation which is employed for manufacturing head of

bolts, valves, artillery shells and other parts where increase of cross section
dimensions of the workpiece is desired.
• Roll forging (Swaging) is a forging operation involving reduction of the workpiece

diameter (with increase of its length) by rolling it between two grooved rolls
rotating at the same rotating direction.
Pressed Powdered Metal Parts
The process of pressing powdered-metal parts is a method

by which combinations of different metals, or of metals and
non-metals, that do not ordinarily alloy can be joined
together.
Pressed powdered-metal parts are formed on a press by

placing a measured quantity of finely powdered metal in a
die cavity and then applying pressure through a plunger to
form a compact mass. This mass holds its shape when
removed from the die by reason of the interlocking of the
finely-powdered particles.

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.
Cold-rolling usually refers to the rolling of metal at room temperature to its

approximate size. Once this is done, the metal is pickled to remove any scale,
and then passed through chilled finishing rolls.
Cold-drawing is used in making seamless tubing, wire, streamlined tie rods,

and other forms of stock. Wire is made from hot-rolled rods of various
diameters.


Extrusion
Extrusion is the process of forcing metal through a die which imparts a

required cross-section to the metal. Some metals such as lead, tin, and
aluminum may be extruded cold, however, most metals are heated. The
principal advantage of the extrusion process is its flexibility.

Casting
Casting are being more generally used in aircraft construction as a result of improved
quality and the development of high-strength heat treatment. Steel casting should not
be used in place of forgings unless a definite advantage is gained thereby. This
advantage might be the avoidance of excessive or difficult machining operations.
In general, forgings have better impact strength, fatigue resistance, and toughness.
• Static Casting – consists of the manufacture of pattern, pouring the metal into the
mold, and the removal and finishing of the casting after it has solidified in the mold.
• Centrifugal Casting – devised as a method for applying pressure to the molten
metal during the casting operation. Pressure is obtained by whirling the mold. Some
advantages are improved surface appearance, good directional solidification, and
uniformly dense, fine-grained structure.
 True centrifugal – only a external mold is used and is spun around its own axis
 Semicentrifugal – an inside core is used as well as external mold
 Centrifuge – work is rotated around an independent central axis about which
the molds are grouped radially.
• Precision Casting – “lost wax” process of casting is used for intricate parts that must
be held to high accuracy in size and shape at a reasonable cost.
NONFERROUS METALS
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.
Pure aluminum lacks sufficient strength to be used for aircraft construction.

However, its strength increases considerably when it is alloyed, or mixed,
with other compatible metals. For example, when aluminum is mixed with
copper or zinc, the resultant alloy is as strong as steel with only one third the
weight. Furthermore, the corrosion resistance possessed by the aluminum
carries over to the newly formed alloy.
Nonferrous Metals
Basic Designation for Wrought and Cast Aluminum Alloys

(AA Numbering System)
Alloy Number Major Identifying Elements
Wrought Alloys Cast Alloys
1XXX Pure Aluminum Pure Aluminum

2XXX Copper Copper
3XXX Manganese Silicon with added copper and/or
magnesium
4XXX Silicon Silicon
5XXX Magnesium Magnesium
6XXX Magnesium and Silicon Unused series
7XXX Zinc Zinc
8XXX Other elements Tin
9XXX Unused series Other elements
* Pure Aluminum means 99.00% minimum aluminum

Nonferrous Metals
* For 1xxx series, the last two digits indicates hundredths above 1 percent of pure
aluminum. (1030 has 99.30% aluminum content)

Nonferrous Metals

Nonferrous Metals
Nomenclature
S – wrought alloys (2S,3S, 13S, 61S)
Without S – cast alloys (43, 142, 195)
R – wrought alloys produced by the Reynolds Metals Company (R301, R303, R353)
- In few cases, a letter precedes the alloy number (A17S has different chemical
composition from the normal 17S)
H – temper designation; strain hardened by cold work. H means hard (3S1/4H, 3SH)
T – hardened by heat treatment (14ST, 53ST)
- For modified heat treatment, T is followed by a number (53S-T5, 53S-T61)
O – heat treatable alloy in annealed, soft state (14SO, 17SO)
SRT – heat treated and strain hardened (17SRT, 24SRT)
W – intermediate heat treatment (25SW, 53SW)
clad, Alclad – coated with a thin layer of aluminum (14S clad, Alclad 17S, Clad 14S)

Nonferrous Metals
Aluminum Alloy Designation - Wrought

Nonferrous Metals
1xxx Series
The lxxx series of aluminum alloys represents commercially pure aluminum, of 99
percent or higher purity. Pure aluminum offers high corrosion resistance, excellent
thermal and electrical properties, and is easily worked. However, pure aluminum is very
low in strength.
2xxx Series
Alloys within the 2xxx series utilize copper as the principle alloying agent. When
aluminum is mixed with copper, certain metallic changes take place in the resultant
alloy's grain structure. For the most part, these changes are beneficial and produce
greater strength. However, a major drawback to aluminum-copper alloys is their
susceptibility to inter-granular corrosion when improperly heat-treated. Most aluminum
alloy used in aircraft structures is an aluminum-copper alloy. Two of the most commonly
used in the construction of skins and rivets are 2017 and 2024.
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 moderate strength and has good working characteristics.

Nonferrous Metals
4xxx Series
The 4xxx series aluminum is alloyed with silicon, which lowers a metal's melting
temperature. This results in an alloy that works well for welding and brazing.
5xxx Series
Magnesium is used to produce the 5xxx series alloys. These alloys possess good welding
and corrosion-resistance characteristics. However, if the metal is exposed to high
temperatures or excessive cold working, its susceptibility to corrosion increases.
6xxx Series
If silicon and magnesium are added to aluminum, the resultant alloy carries a 6xxx
series designation. In these alloys, the silicon and magnesium form magnesium silicide
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.
Nonferrous Metals
Aluminum Clad
Several aluminum alloys as for example 2024 and 7075 are very susceptible to corrosion.
Sheets of such material are clad with a thin layer of pure aluminum with 1 % zinc on both
sides as a means of corrosion protection. These layers are permanently welded to the base
material in a rolling process at high temperature. Other than electroplated stock, clad
material can be formed. The thickness of the clad layers is about 3 or 5 % of the material
thickness. An ink print on US sheet metal that reads Alclad, Clad or ALC indicates that such
sheet is clad.
Alclad, a registered trademark, usually refers to the products of Aluminum Company of

America. Pureclad is the equivalent name for material manufactured by the Reynolds Metal
Company.

Nonferrous Metals
Casting for Aluminum Alloys
3 Ways of Casting Aluminum Alloys
1. Sand Casting – is the most common and is used for complicated shapes or where only a
few parts are required.
2. Permanent-mold Casting – is similar to sand casting, but a metal mold is used which
permits the making of many parts with better accuracy than sand casting. Casting with
complicated cores cannot be manufactured in metal molds. Sometimes cores are
fabricated of sand in the metal mold and is called semipermanent-mold casting.
3. Die Casting – is used when small parts must be made and held to close tolerances. It
works by forcing metal into water cooled dies.

Nonferrous Metals
Temper Designation System

Basic Temper Designation
F – As fabricated
O – Annealed
H – Strain hardened (Non heat treatable products only)
W – Solution heat treated
T – Heat treated to produce stable tempers other than F, O, or H
Temper Designation for Non Heat Treatable Alloys

H1 – Strain hardened produced by cold working the metal to the desired dimension.
H2 – Strain hardened, then partially annealed to remove some of the hardness.
H3 – Strain hardened, then stabilized.
The degree of hardening is indicated by a second digit following one of the above
designations:
2 - 1/4 hard
4 - 1/2 hard
6 - 3/4 hard
8 - full hard
9 - extra hard
A third digit may be used to indicate a variation of a two digit number.

Nonferrous Metals
Temper Designation for Heat Treatable Alloy
T1 – Cooled from an elevated temperature shaping process and naturally aged to a

substantially stable condition
T2 – Annealed
T3 – Solution heat treated and cold worked.
T4 – Solution heat treated and naturally aged.
T42 – Solution heat treated from 0 temper to demonstrate response to heat treatment by
the user, and naturally aged to a substantially stable condition
T5 – Cooled from an elevated temperature shaping process and artificially aged
T6 – Solution heat treated and artificially aged.
T62 – Solution heat treated from 0 F temper to demonstrate response to heat treatment by
the user, and artificially aged
T7 – Solution heat treated and stabilized
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, cold worked, and artificially
aged.

Nonferrous Metals
Heat Treatment
Heat treatment is a series of operations involving the heating and cooling of metals in their
solid state. Its purpose is to make the metal more useful, serviceable and safe for a definite
purpose.
Some alloys, such as 2017 and 2024, develop their full properties as a result of solution heat
treatment followed by about 4 days of cooling, or aging, at room temperature. However,
other alloys, such as 2014 and 7075, require both heat treatments.
Types of Heat Treatment

Solution Heat Treatment (Natural Aging)
It is the process of heating certain aluminum alloys to allow the alloying elements to
mix with the base metal. The alloy is allowed to cool at room temperature and can
take several hours or weeks.
Precipitation Heat Treatment (Artificial Aging)

Works by accelerating the aging process by cooling at an elevated temperature. This
process develops hardness, strength, and corrosion resistance by locking a metal's
grain structure together.
Nonferrous Metals
Heat Treatment for Aluminum Alloys

Nonferrous Metals
Methods of Heat Treatment
1. Solution Heat Treat

In this procedure, metal is heated in either a molten sodium or potassium nitrate bath or in
a hot-air furnace to a temperature just below its melting point. The temperature is then
held to within about plus or minus 10 degrees Fahrenheit of this temperature and the base
metal is soaked until the alloying element is uniform throughout.
2. Quenching
Once the metal has sufficiently soaked, it is removed from the furnace and cooled or
quenched. It is extremely important that no more than about ten seconds elapse between
removal of an alloy from the furnace and the quench. . The reason for this is that when
metal leaves the furnace and starts to cool, its alloying metals begin to precipitate out of the
base metal. If this process is not stopped, large grains of alloy become suspended in the
aluminum and weaken the alloy. Excessive precipitation also increases the likelihood of
intergranular corrosion. After quenching the material initially is soft and ductile.
3. Age Hardening
The aging process can be accelerated by reheating a metal and allowing it to soak for a
specified period of time.

Nonferrous Metals
Methods of Heat Treatment

Nonferrous Metals
Types of Heat Treatment
Annealing – is a form of heat treatment that softens steel and relieves internal stress.
It is heated about 50 degrees F above its critical temperature, soaked for specified
time then cooled.
Normalizing – the process of forging, welding, or machining usually leave stresses to

the steel that could lead to failure. To normalize, it is heated about 100 degrees F
above its critical temperature and held there until the metal is uniformly heat soaked,
then removed from the furnace and allowed to cool in still air.
Tempering – Tempering reduces the brittleness imparted by hardening and produces

definite physical properties within the steel. Tempering always follows, never
precedes, the hardening operation. In addition to reducing brittleness, tempering
softens the steel. It is heated to a level considerable below its critical temperature and
held there until it becomes heat soaked, then allowed to cool to room temperature in
still air.

Nonferrous Metals
Non-Heat-Treatable Alloys
Commercially pure aluminum does not benefit from heat treatment since there are
no alloying materials in its structure. By the same token, 3003 is an almost identical
metal and, except for a small amount of manganese, does not benefit from being heat
treated. Both of these metals are lightweight and somewhat corrosion resistant.
However, neither has a great deal of strength and, therefore, their use in aircraft is
limited to nonstructural components such as fairings and streamlined enclosures that
carry little or no load.
Alloy 5052 is perhaps the most important of the nonheat-treatable aluminum alloys. It
contains about 2.5 percent magnesium and a small amount of chromium. It is used for
welded parts such as gasoline or oil tanks, and for rigid fluid lines. Its strength is
increased by cold working.

Nonferrous Metals
Reheat Treatment
Material which has been previously heat-treated can generally be reheat treated any
number of times. As an example, rivets made of 2017 or 2024 are extremely hard and
typically receive several reheat treatments to make them soft enough to drive.
As discussed earlier, the number of solution heat-treatments allowed for clad

materials is limited due to the increased diffusion of core material into the cladding.
This diffusion results in decreased corrosion resistance. As a result, clad material is
generally limited to no more than three reheat treatments.

Nonferrous Metals
Magnesium and Its Alloys
Magnesium alloys are used for castings and in its wrought form is available in sheets, bars,
tubing, and extrusions. Magnesium is one of the lightest metals having sufficient strength
and suitable working characteristics for use in aircraft structures. It has a density of 1.74,
compared with 2.69 for aluminum. In other words, it weighs only about 2/3 as much as
aluminum.
Magnesium is obtained primarily from electrolysis of sea water or brine from deep wells,
and lacks sufficient strength in its pure state for use as a structural metal. However, when it
is alloyed with zinc, aluminum, thorium, zirconium, or manganese, it develops strength
characteristics that make it quite useful.
In addition to cracking and corroding easily, magnesium burns readily in a dust or small
particle form. For this reason, caution must be exercised when grinding and machining
magnesium

Nonferrous Metals
The American Society for Testing Materials (ASTM) has developed a classification system for
magnesium alloys that consists of a series of letters and numbers to indicate alloying agents
and temper condition.
Magnesium alloys use a different

designation system than
aluminum. For example, the
designation AZ31A-T4 identifies
an alloy containing 3 percent
aluminum and 1 percent zinc
that has been solution heat-
treated

Nonferrous Metals
Titanium and Its Alloys
Titanium and its alloys are light weight metals with very high strength. Pure titanium weighs
.163 pounds per cubic inch, which is about 50 percent lighter than stainless steel, yet it is
approximately equal in strength to iron. Furthermore, pure titanium is soft and ductile with
a density between that of aluminum and iron.
In addition to its light weight and high strength, titanium and its alloys have excellent
corrosion resistance characteristics, particularly to the corrosive effects of salt water.
However, since the metal is sensitive to both nitrogen and oxygen, it must be converted to
titanium dioxide with chlorine gas and a reducing agent before it can be used.
3 Basic Types of Crystals
• A (alpha) — all around performance; good weldability; tough and strong both cold and
hot, and resistant to oxidation. (8Al-1Mo-1V-Ti or Ti-8-1-1). This series of numbers indicates
that the alloying elements and their percentages are 8 percent aluminum, 1 percent molyb-
denum, and 1 percent vanadium.)
• B (beta) — bendability; excellent bend ductility; strong both cold and hot, but
vulnerable to contamination.
• C (combined alpha and beta for compromise performances)—strong when cold and
warm, but weak when hot; good bendability; moderate contamination resistance; excellent
forgeability.
Nonferrous Metals
This table illustrates the composition, tensile strength, and elongation of titanium alloys. The
degree of strength is denoted by the smaller hole elongation percentage shown in the last column.
The titanium alloy most commonly used by the aerospace industry is an alpha-beta heat-treated
alloy called 6AI-4V. This alloy has a tensile strength of 180 KSI, or 180,000 pounds per square inch.
It is frequently used for special fasteners.
Because of its high strength-to-weight ratio, titanium is now used extensively in the
civilian aerospace industry. Although once rare on commercial aircraft, modern jet
transports now utilize alloys containing 10 to 15 percent titanium in structural areas

Nonferrous Metals
Nickel and Its Alloys
Monel
Monel contains about 68 percent nickel and 29 percent copper, along with small amounts
of iron and manganese. It can be welded and has very good machining characteristics.
Certain types of monel, especially those containing small percentages of aluminum (K-
Monel), are heat-treatable, to tensile strengths equivalent to steel. Monel works well in
gears and parts that require high strength and toughness, as well as for parts in exhaust sys-
tems that require high strength and corrosion resistance at elevated temperatures.
Inconel
The International Nickel Company, Inc., produces a series of high strength, high temperature
alloys containing approximately 80 percent nickel, 14 percent chromium, and small
amounts of iron and other elements. The alloys, commonly referred to as inconel, find
frequent use in turbine engines because of their ability to maintain their strength and
corrosion resistance under extremely high temperature conditions.
Inconel and stainless steel are similar in appearance and are frequently used in the same
areas. Therefore, it is often necessary to use a test to differentiate between unknown metal
samples. A common test involves applying one drop of cupric chloride and hydrochloric acid
solution to the unknown metal and allowing it to remain for two minutes. At the end of the
dwell period, a shiny spot indicates that the material is inconel, whereas a copper-colored
spot identifies stainless steel.
Nonferrous Metals
Copper and Its Alloys
Neither copper nor its alloys find much use as structural materials in aircraft construction.
However, due to its excellent electrical and thermal conductivity, copper is the primary
metal used for electrical wiring.
Brass
Brass is a copper alloy containing zinc and small amounts of aluminum, iron, lead, man-
ganese, magnesium, nickel, phosphorous, and tin. Brass with a zinc content of 30 to 35
percent is very ductile, while brass containing 45 percent zinc has relatively high strength
Bronze
Bronze is a copper alloy that contains tin. A true bronze 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
Iron is a chemical element which is fairly soft, malleable, and ductile in its
pure form. It is silvery white in color and is quite heavy, having a density of
7.9 grams per cubic centimeter. Iron combines readily with oxygen to form
iron oxide, which is more commonly known as rust.
Iron is produced by mixing iron ore with coke and limestone and submitting it
to hot air. The limestone reacts with impurities in the iron and coke to form a
slag which floats on top of the molten iron. The slag is removed and the
refined metal is then poured from the furnace. The resulting metal is known
as pig iron and is typically remelted and cast into cast-iron components, or
converted into steel.

Ferrous Metals
Steel
To make steel, pig iron is re-melted in a special furnace. Pure oxygen is then
forced through the molten metal where it combines with carbon and burns. A
controlled amount of carbon is then put back into the molten metal along
with other elements to produce the desired characteristics
Much of the steel used in aircraft construction is made in electric furnaces,

which allow better control of alloying agents than gas-fired furnaces. An
electric furnace is loaded with scrap steel, limestone, and flux. . The intense
heat from the arcs melts the steel and the impurities mix with the flux. Once
the impurities are removed, controlled quantities of alloying agents are
added, and the liquid metal is poured into molds.

Ferrous Metals
SAE Classifications of Steel
The Society of Automotive Engineers (SAE) has classified steel alloys with a four-
digit numerical index system. For example, one common steel alloy is identified by
the designation SAE 1030. The first digit identifies the principal alloying element in
the steel, the second digit denotes the percent of this alloying element, and the
last two digits give the percentage in hundredths of a percent of carbon in the
steel.

Ferrous Metals
Alloying Agents in Steel
Carbon
Carbon is the most common alloying element found in steel. When mixed with
iron, compounds of iron carbides called cementite form. It is the carbon in steel
that allows the steel to be heat-treated to obtain varying degrees of hardness,
strength, and toughness. The greater the carbon content, the more receptive steel
is to heat treatment and, therefore, the higher its tensile strength and hardness.
However, higher carbon content decreases the malleability and weldability of
steel.
• Low-carbon steels contain between 0.10 and 0.30 percent carbon and are
classified as SAE 1010 to SAE 1030 steel. These steels are primarily used in
safety wire, cable bushings, and threaded rod ends. In sheet form, these steels
are used for secondary structures where loads are not high. Low-carbon steel is
easily welded and machines readily, but does not accept heat treatment well.

Ferrous Metals
• Medium-carbon steels contain between 0.30 and 0.50 percent carbon. The
increased carbon helps these steels accept heat treatment, while still retaining
a reasonable degree of ductility. This steel is especially adaptable for machining
or forging and where surface hardness is desirable.
• High-carbon steels contain between 0.50 and 1,05 percent carbon, and are very
hard. These steels are primarily used in springs, files, and some cutting tools.
Sulfur
Sulfur causes steel to be brittle when rolled or forged and, therefore, it must be
removed in the refining process. If all the sulfur cannot be removed its effects can
be countered by adding manganese. The manganese combines with the sulfur to
form manganese sulfide, which does not harm the finished steel. In addition to
eliminating sulfur and other oxides from steel, manganese improves a metal's
forging characteristics by making it less brittle at rolling and forging temperatures.

Ferrous Metals
Silicon
When silicon is alloyed with steel it acts as a hardener. When used in small
quantities, it also improves ductility.
Phosphorus
Phosphorous raises the yield strength of steel and improves low carbon steel's
resistance to atmospheric corrosion. However, no more than 0.05 percent
phosphorous is normally used in steel, since higher amounts cause the alloy to
become brittle when cold.
Nickel
Nickel adds strength and hardness to steel and increases its yield strength. It also
slows the rate of hardening when steel is heat-treated, which increases the depth
of hardening and produces a finer grain structure. The finer grain structure
reduces steel's tendency to warp and scale when heat-treated. SAE 2330 steel
contains 3 percent nickel and 0.30 percent carbon, and is used in producing
aircraft hardware such as bolts, nuts, rod ends, and pins.

Ferrous Metals
Chromium
Chromium is alloyed with steel to increase strength and hardness as well as
improve its wear and corrosion resistance. Because of its characteristics,
chromium steel is used in balls and rollers of antifriction bearings.
In addition to its use as an alloying element in steel, chromium is electrolytically
deposited on cylinder walls and bearing journals to provide a hard, wear-resistant
surface.
Nickel-Chromium Steel
Nickel toughens steel, and chromium hardens it. Therefore, when both elements
are alloyed they give steel desirable characteristics for use in high-strength
structural applications. Nickel-chrome steels such as SAE 3130, 3250, and 3435 are
used for forged and machined parts requiring high strength, ductility, shock
resistance, and toughness.

Ferrous Metals
Stainless Steel (Corrosion Resistant Steel, CRES)
Stainless steel is a classification of corrosion-resistant steels that contain large amounts
of chromium and nickel. Their strength and resistance to corrosion make them well
suited for high-temperature applications such as firewalls and exhaust system
components.
The corrosion-resistant steel most often used in aircraft construction is known as 18-8
steel because it contains 18 percent chromium and 8 percent nickel. One of the
distinctive features of 18-8 steel is that its strength may be increased by cold-working.
These steels can be divided into three general groups based on their chemical structure:
austenitic, ferritic, and martensitic.
• Austenitic steels, also referred to as 200 and 300 series stainless steels, contain a
large percentage of chromium and nickel, and in the case of the 200 series, some
manganese. When these steels are heated to a temperature above their critical range
and held there, a structure known as austenite forms. Austenite is a solid solution of
pearlite, an alloy of iron and carbon, and gamma iron, which is a nonmagnetic form
of iron. Austenitic stainless steels can be hardened only by coldworking while heat
treatment serves only to anneal them.

Ferrous Metals
• Ferritic steels are primarily alloyed with chromium but many also contain small
amounts of aluminum. However, they contain no carbon and, therefore, do not
respond to heat treatment.
• Martensitic steel is a 400 series of stainless steel. These steels are alloyed with
chromium only and therefore are magnetic. Martensitic steels become extremely
hard if allowed to cool rapidly by quenching from an elevated temperature.
Molybdenum
One of the most widely used alloying elements for aircraft structural steel is
molybdenum. It reduces the grain size of steel and increases both its impact strength
and elastic limit. Molybdenum steels are extremely wear resistant and possess a great
deal of fatigue strength. This accounts for its use in high-strength structural members
and engine cylinder barrels.

Ferrous Metals
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
strength and toughness. Most wrenches and ball bearings are made of chrome-
vanadium steel.
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.
Ferrous Metals
Heat Treatment of Steel
Critical Range
Materials are said to be allotropic when they possess the property that permits
them to exist in various forms without a change in chemical composition. Carbon
which exists as diamond, graphite and charcoal, is a common allotropic substance.
Pure iron is also allotropic, existing in three states, namely: alpha, beta, and
gamma iron.
In this case each of these states is stable only between very definite temperature
limits – alpha iron up to 1400°F, beta iron from 1400°F to 1652°F, and gamma iron
above the latter temperature.

Ferrous Metals
Cooling Points:
Ar3 (upper critical pt) – gamma to beta
transformation
Ar2 (second critical pt) – beta to alpha
transformation
Ar1 (lowest critical pt or recalescent pt) –
for low-carbon steels only.; metal glows due
to intense evolution of heat
Heating Points
Ac3, Ac2 and Ac1 – occur at similar points
Critical Points of Steel for Ar3, Ar2 and Ar1 (20°F higher)
• Greater hardness is obtainable as the • r for refroidissement meaning cooling

carbon content increases and • c for chauffage meaning heating
approaches 0.85%.
• The grain size of steel is smallest just
above the critical range.
• Smallest grain sizes will give the
strongest and best metal.

Ferrous Metals
Internal Structure of Steel
The internal structure of steel is almost wholly dependent upon the exact relationship
of iron and carbon.
• Cementite (Iron Carbide, Fe3C) – combination of iron and carbon; very hard and
brittle
• Ferrite – pure alpha iron; very ductile. It does not have any hardening properties.
• Pearlite – in steels containing 0.85% carbon, cementite forms a perfect mixture
with ferrite. (6 parts ferrite, 1 part cementite). For tool steels which contain more
than 0.85 % carbon, pearlite has excess cementite. Pearlite is relatively strong,
hard, and ductile.
 Granular Pearlite – pearlite with granulated appearance
 Laminated Pearlite – very slow cooling through the critical range; most stable
form
• Austenite – steel heated above the critical range (solid solution of cementite in
gamma iron)
• Eutectic Alloy – refers to alloy of two substances which have the lowest fusing
point.
• Eutectoid – steels containg 0.85 % carbon (lowest temp at upper crit. pt). Greatest
hardness from heat treatment is obtained in this composition.
• Hypo-eutectoid – steels with less than 0.85 % carbon
• Hyper-eutectoid – steels with more than 0.85 % carbon
Ferrous Metals
Theory of Heat Treatment
• Hardening – consists of heating the steel just above the critical range, holding the
metal at that temp. until thoroughly heated (soaking), and then rapidly cooling
(quenching) by immersing the hot steel in cold water or oil.
• Drawing or Tempering – consists of reheating the hardened steel to a temp. well

below the critical range, followed by soaking and quenching.
• Martensite – main constituent of hardened steel. It is an intermediate form of

cementite in alpha iron. Martensite is the hardest structure obtained in steel.
• Troostite – intermediate form, similar to martensite. It is present in drawn steels

whereas martensite is not.
• Sorbite – third intermediate form between austenite and pearlite. It is the main
constituent of drawn steel that gives it maximum strength and ductility.
• Bainite – equivalent to tempered martensite; makes a hard but ductile, tough

material
• Hardened Steel – consists almost entirely of martensite and some troosite.

Ferrous Metals
• Annealing – heating the metal to just above Ac3, soaking at that temp. for a
definite time, and cooling very slowly in the furnace itself. In the annealed state,
steel has the lowest strength.
 Process Annealing – commonly used in sheets and wire industries to restore
ductility
 Spheroidizing – applied particularly to high-carbon steels to improve their
machinability.
 Shop Annealing – heating steel in a welding torch 900°F to 1000°F and
dropping it into a pail of ashes or lime to restrict the cooling rate.
• Normalizing – is a form of annealing which consist in heating the steel above Ac3
and then cooling in still air. Due to rapid quenching obtained by air-cooling, the
steel is harder and stronger but less ductile than annealed material. Normalizing is
required whenever it is desired to obtain material of uniform physical
characteristics.

Ferrous Metals
Interrupted Quenching
Interrupted quenching procedures has been made to attain special characteristics or

economies in the heat treating of steel.
• Cycle Annealing – a process in which austenite is transformed isothermally to

pearlite at high temperatures, and this latter structure is retained when the work is
cooled to room temperature. It gives better control of the final annealed structure
and can be accomplished in a fraction of a time required for full annealing and
spheroidizing operations.
• Austempering – a process in which austenite is transformed isothermally to bainite

at moderate temperatures. It is limited to small sizes and deep hardening steels but
greatly increases the toughness and ductility of steels heat treated to high
hardness.
• Martempering – a process in which austenite is uniformly transformed to

martensite at low temperatures by continuous cooling. It is applicable only to
relatively small sizes of deep-hardening steels but minimizes distortion and cracking
due to quenching, reduces internal stresses, and gives good physical properties.

Ferrous Metals
Surface Hardening
For some design purposes, it is necessary to have a hard, wear-resisting surface and a
strong tough core. The hard case resist wear and abrasion, and the soft, tough core
resist shock stresses.
Case Hardening
1. Carburizing – forms a thin layer of high carbon steel on the exterior of low carbon steel.
Pack Carburizing – is done by enclosing the metal in a fire-clay container and
packing it with a carbon-rich material such as charcoal. The container is then sealed,
placed in furnace, and heated.
Gas Carburizing – is similar to pack carburizing except the carbon monoxide gas
combines with gamma iron and forms a high-carbon surface.
Liquid Carburizing – produces a high-carbon surface when a part is heated in a
molten salt bath of sodium cyanide or barium cyanide.
2. Nitriding – hardening by heating the metal in contact with ammonia gas or other
nitrogenous material. A harder case is obtainable by nitriding than by carburizing.
3. Cyaniding – is a fast method of producing surface hardness on an iron-based alloy of
low carbon content. Hardening is obtained by heating it in contact with a cyanide salt,
followed by quenching.
Ferrous Metals
Induction Hardening
Induction heating is the process of heating metallic substances by means of a
powerful, rapidly alternating magnetic field. It is a differential heating, that is, the
surface of the work heats up first very rapidly and then the core of the material.
Dielectric Heating
Dielectric heating is similar to induction heating but is only applicable to
nonconducting materials (dielectrics) such as might be used for electrical insulations.
Plastics and compressed woods are typical applications.
Shot Peening (Shot Blasting)

Shot peening is a recent development that improves the fatigue and abrasion
resistance of metal parts. It is applicable on ferrous and nonferrous parts, but is mostly
used on steel surfaces. This process increases the life of parts subjected to repeated
stresses from 3 to 13 times.

Ferrous Metals
Shot peening is a cold work process, in

which the metal part is struck by a stream
of small hard spheres (shot) creating
numerous overlapped dimples on the part
surface.
The surface material resists to stretching

induced by the shots impacts resulting in a
formation of a compressively stressed skin
of about 0.01” (0.25 mm) thickness.
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.
The residual compressive stresses inhibit

both crack initiation and propagation.
Therefore shot peening is used mainly for
increasing fatigue strength.

Ferrous Metals
Burnishing
Burnishing is a cold working process in which the surface layer of a work piece is
plastically deformed by a hard tool: either roller or sliding ball. The combination of the
improved surface finish with the hardened skin provides a significant increase in
the wear resistance of the material.

RIVETS
While a number of methods are available for joining metal parts, few are ideal for joining
aluminum sheets. The most common technique of joining sheets of aluminum is riveting. A
rivet is a metal pin with a formed head on one end. A rivet is inserted into a drilled hole,
and its shank is then deformed by a hand or pneumatic tool. Rivets create a union at least
as strong as the material being joined.
A well-designed rivet joint will subject the rivets to shear loads.
Specifications and Standards
AMS Aeronautical Material Specifications

AN Air Force-Navy
AND Air Force-Navy Design
AS Aeronautical Standard
ASA American Standards Association
ASTM American Society for Testing and Materials
MS Military Standard
NAF Naval Aircraft Factory
NAS National Aerospace Standard
SAE Society of Automotive Engineers
Rivets
Solid Shank Rivets
Solid shank rivets are generally used in repair work. They are identified by the kind of
material of which they are made, their head type, size of shank, and their temper
condition. The temper designation and strength are indicated by special markings on the
head of the rivet.
Before a rivet is driven, it should extend

beyond the base material at least one
and a half times the rivet's diameter.
Once driven, the rivet shank expands to
fill the hole and the bucktail (shop
head/upset head/formed head) expands
to one and a half times its original
diameter. Once the bucktail expands to
the appropriate diameter it should
extend beyond the base material by at
least one half the original rivet diameter.

Rivets
Preparation
The aluminium pieces should be clean and held firmly together. A proper sized pilot hole
should be drilled.
Rivet Best Common Hole
size drill drill size
3/32 #40 7/64 0.096
1/8 #30 9/64 0.128
5/32 #21 11/64 0.159
3/16 #11 13/64 0.191
7/32 #10 15/64 0.225
1/4 #F 17/64 0.257
5/16 #P 21/64 0.323
3/8 #W 25/64 0.386
7/16 29/64 29/64 0.453
1/2 33/64 33/64 0.516
Rivet Pilot Hole Drill Size
The hole does not need to be de-burred if the parts were held firmly together during the
hole drilling process and the hole has clean edges.
Rivets
Rivet Codes
Rivets are given part codes that indicate their size, head style, and alloy material. Two
systems are in use today, the Air Force - Navy, or AN system, and the Military Standards 20
system, or MS20. While there are minor differences between the two systems, both use
the same method for describing rivets.
• The first component of a rivet part number

denotes the numbering system used.
• The second part of the code is a three-digit
number that describes the style of rivet head.
The two most common rivet head styles are
the universal head, which is represented by
the code 470, and the countersunk head,
which is represented by the code 426.
• Following the head designation is a one or
two-digit letter code representing the alloy
material used in the rivet.
Complete Part Number: AN470AD4-5
• After the alloy code, the shank diameter is
indicated in 1/32 inch increments and the
length in increments of 1/16 inch.

Rivets
NAS 523 Rivet Codes
In certain aviation companies the use of the NAS523 rivet identification code is used on
diagrams and drawings. The code embodies a number of details about the rivets to be
used in a single 4-cornered symbol, with a "crosshair" at the center. Each quadrant is given
a compass designation: NW for northwest, NE for northeast, SW for southwest and SE for
southeast. These compass designations are not shown on the code, only the details.
In the symbol, the upper left NW corner contains the rivet

part number in either AN or MS part numbers, and a rivet
material designation. For example, the letters BJ identify a
standard MS20470AD rivet, which is made from 2117 alloy.
The NE quadrant indicates rivet diameter, and the location of
the manufacturers head (Near or Far).
The SW quandrant indicates what special methods should be
applied to the fasteners, such as dimpling or countersinking.
For example, D stands for Dimpling, D2 stands for Dimple both
sheets, and 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.

Rivets
Which rivets should be selected to join two sheets of .032-inch aluminum?
A. MS20425D-4-3
B. MS20470AD-4-4
C. MS20455DD-5-3
The two pieces of material to be joined have a total thickness of 0.064 inch.
The rivet used with this metal should have a diameter of about three times the
thickness of the thickest sheet. This would cause us to choose a rivet with a
diameter of 3 x 0.032 inch, or 0.096 inch. The closest rivet to this is one with a
diameter of 1/8 inch (0.125 inch).
A 1/8-inch rivet should extend through the material for 3/16 inch, or 0.1875
inch. The total length of the rivet must be 0.064 + 0.1875, or 0.2515 inch.
We would choose an MS20470AD-4-4 rivet. This is a universal head rivet, 1/8

inch in diameter and 1/4 inch long.

Rivets
Rivet Measurements
The length of a universal head (AN470) rivet is measured from the bottom of the
manufactured head to the end of the shank. However, the length of a countersunk rivet
(AN426) is measured from the top of the manufactured head to the end of the shank.
Universal and countersunk rivet

diameters are measured in the same
way, but their length measurements
correspond to their grip length.
As a rule of thumb, the diameter to be

used should be three times the
thickness of the thickest sheet.

Rivets
Head Design
1. Protruding Head
The AN470 universal head rivet now replaces all previous protruding head styles such as
AN430 round, AN442 flat, AN455 brazier, and AN456 modified brazier.
The AN470 rivet now replaces almost all

other protruding head designs. The
round head rivet (AN430) was used
extensively on aircraft built before
1955, while the flat head rivet (AN442)
was widely used on internal structures.
Flat head rivets are still used for
applications requiring higher head
strength.

Rivets
2. Flush Head
AN426 countersunk (100°) rivets were developed to 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.
Rule of thumb: (For the sheet next to the manufactured head or the upper sheet)
.040 or thinner - dimple. Thicker than .040 - countersink.

Rivets
AN426 countersunk (100°) rivets were developed to 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.
Illustration 1: Rivet Length

Illustration 3: Grip Length
The grip length of a rivet is the total

thickness of the material held together
Illustration 1: 100° countersink
by the rivet.
Rivets
a. Countersinking
Countersinking is a process in which the metal in the top sheet is cut away in the shape of
the rivet head.
To ensure head-to-gunset contact, it is recommended that countersunk heads be installed

with the manufactured head protruding above the skin's surface about .005 to .007 of an
inch.
A micro-stop, or stop countersink, as it is sometimes called, uses a cage that can be

adjusted to limit the depth that the cutter penetrates into the sheet metal.
To provide a smooth finish after the rivet is driven, the protruding rivet head is removed
using a microshaver. This rotary cutter shaves the rivet head flush with the skin, leaving an
aerodynamically clean surface.
An alternative to leaving the rivet head sticking up slightly is to use the Alcoa crown flush
rivet. These rivets have a slightly crowned head to allow full contact with the gunset. This
results in a fully coldworked rivet that needs no microshaving.

Rivets
Correct Method for Countersinking
To use machine countersinking for installing a countersunk rivet, the

thickness of the material must be greater than the thickness of the rivet
head. Countersinking must not go through the first sheet.
A finished flush rivet head should not be above or below the sheet surface
by more than two-thousandths (±.002) of an inch (about the thickness of a
sheet of typing paper).
1 is preferred.
2 is acceptable.
3 is not acceptable.

Rivets
Countersinking Method

Rivets
A) If a countersunk rivet is set with the The raised head of a crown flush rivet
rivet head flush with the metal's surface, allows greater contact area with a rivet
some of the gunset's driving energy is lost. set. This results in a stronger countersunk
(B) However, if the rivet head is allowed to joint.
protrude above the metal all of the
gunset's energy hits the head resulting in a
stronger joint
Rivets
b. Dimpling
Dimpling is a process that mechanically "dents" the sheets being joined to accommodate
the rivet head. Dimpled fastener joints can either be double dimpled (both sheets
dimpled) or dimple-countersunk (upper sheet dimple, lower sheet countersunk).
• Double Dimple Method

If the finish side sheet is .040 or thinner, the double dimple is the fastest method to
prepare the sheets.

Rivets
There are two methods of dimpling sheet metal: coin dimpling, which forges, or
coins, the metal into the dies, and radius dimpling, which folds the material down to
form the dimple. Although both techniques are commonly used, coin dimpling
generally provides a slightly tighter fit but tends to leave a sharper bend around the
rivet head.
 Coin Dimpling
In coin dimpling, a male die fits through the rivet hole, and a coining ram in a female
die exerts pressure on the underside of the hole.
 Radius Dimpling
Radius dimpling is a form of cold dimpling in thin sheet metal in which a cone-shaped
male die is forced into the recess of a female die, with either a hammer blow or a
pneumatic rivet gun.
 Hot Dimpling
Magnesium and some of the harder aluminum alloys, such as 7075, cannot be
successfully cold dimpled, because the material is so brittle it will crack when the
dimple is formed. To prevent cracking, these materials are heated before dimpling is
accomplished.

Rivets
Coin dimpling is performed by a special pneumatic

machine or press, which has, in addition to the usual
dies, a "coining ram."
Radius dimpling does not allow the sheets to be nested unless

the bottom sheet is radius dimpled. Radius dimpling is done
because its equipment is smaller than that needed for coin
dimpling, and can be used in locations where access with coin
dimpling tools is not practical.
Rivets
• Pre-Dimple Method
This method is used when the sheets are too heavy for the double-dimple process. The
two sheets are taken apart and then dimpled separately.

Rivets
• Dimple-Countersunk Method
This method is used when the top sheet is too thin to countersink and the bottom sheet is
too thick to dimple. The top sheet being under 0.40 in. will be dimpled and the bottom
sheet being over 0.40 in. will be countersunk.

Rivets
NACA Flush Riveting
To aid manufacturers in standardizing riveting techniques, the National Advisory

Committee for Aeronautics, or NACA, established a set of standards for riveting aircraft and
aerospace vehicles. When riveting is conducted to these standards, the process is referred
to as NACA riveting.
This method of riveting produces the smoothest surface possible.
A microshaver is used to smooth the upset ends of rivets driven using NACA techniques.

Rivets
Rivet Alloys
Most aircraft rivets are made of an aluminum alloy. The type of alloy is identified by a letter in the rivet
code and by a mark on the rivet head itself.
Rivets
• 1100 Aluminum (A)

Rivets made of pure aluminum have no identifying marks on their manufactured head,
and are designated by the letter A in the rivet code. Since this type of rivet is made out of
commercially pure aluminum, the rivet lacks sufficient strength for structural applications.
Instead, 1100 rivets are restricted to nonstructural assemblies such as fairings, engine
baffles, and furnishings. The 1100 rivet is driven cold, and therefore, its shear strength
increases slightly as a result of cold working.
• 2117 Aluminum Alloy (AD)

The rivet alloy 2117-T3 is the most widely used for manufacturing and maintenance of
modern aircraft. Rivets made of this alloy have a dimple in the center of the head and are
represented by the letters AD in rivet part codes. Because AD rivets are so common and
require no heat treatment, they are often referred to as "field rivets.“
The main advantage for using 2117-T3 for rivets is its high strength and shock resistance
characteristics. The alloy 2117-T3 is classified as a heat-treated aluminum alloy, but does
not require re-heat-treatment before driving.

Rivets
• 5056 Aluminum Alloy (B)

Magnesium structures are riveted with 5056 rivets which contain about 5 percent
magnesium. These rivets are identified by a raised cross on their heads and the letter B in
a rivet code. The maximum shear strength of an installed 5056H32 rivet is 28,000 pounds
per square inch.
• 2017 Aluminum Alloy (D)

D-rivets are identified by a raised dot in the center of their head and the letter D in rivet
codes. Because D-rivets are so hard they must be heat treated before they can be used.
Rivets made of 2017 can be kept in an annealed condition by removing them from a
quench bath and immediately storing them in a freezer. Because of this, D-rivets are often
referred to as icebox rivets. These rivets become hard when they warm up to room
temperature, and may be reheat-treated as many times as necessary without impairing
their strength.
In response to higher demand for structural strength, the aluminum industry modified
2017 alloy to produce a new version of 2017 aluminum, called the crack free rivet alloy.

Rivets
• 2024 Aluminum Alloy (DD)

DD-rivets are identified by two raised dashes on their head. Like D-rivets, DD-rivets are
also called icebox rivets and must be stored at cool temperatures until they are ready to
be driven. The length of time the rivets remain soft enough to drive is determined by the
storage temperature.
Icebox rivets must be completely driven within 15 minutes after removal from the freezer
or dry ice; they are not to be returned to cold storage once they have been removed.
• 7050T73 Aluminum Alloy (E)

A new and stronger rivet alloy was developed in 1979 called 7050T73. The letter E is used
to designate this alloy, and the rivet head is marked with a raised circle. 7050 alloy
contains zinc as the major alloying ingredient and is precipitation heat-treated. This alloy is
used by the Boeing Airplane Company as a replacement for 2024T31 rivets in the
manufacture of the 767 widebody aircraft.

Rivets
• Corrosion-Resistant Steel (F)

Stainless steel rivets are used for fastening corrosion-resistant steel sheets in applications
such as firewalls and exhaust shrouds. They have no marking on their heads.
• Monel (M)
Monel rivets are identified with two recessed dimples in their heads. They are used in
place of corrosion-resistant steel rivets when their somewhat lower shear strength is not a
detriment.
• Titanium (T)
Titanium rivets are identified by a raised “V” or “T” on their head and are used for
fastening steel alloy and titanium alloy.

Rivets
Blind Rivets
There are many places on an aircraft where access to both sides of a riveted structure or
structural part is impossible, or where limited space will not permit the use of a bucking
bar. Also, in the attachment of many nonstructural parts, such as aircraft interior
furnishings, flooring, deicing boots, and the like, the full strength of solid shank rivets is
not necessary.
For use in such places, special rivets have been designed which can be bucked from
the front. They are sometimes lighter than solid shank rivets, yet amply strong for their
intended use.
• Pop Rivets
Pop rivets are frequently used for assembly and non-structural applications. They must not
be used in areas that are subject to moderate or heavy loads.
• Friction-Lock Rivets
A friction-lock rivet cannot replace a solid shank rivet, size for size. When a friction-lock is
used to replace a solid shank rivet, it must be at least one size (1/32 inch) larger in
diameter. This is because a friction-lock rivet loses considerable strength if its center stem
falls out due to damage or vibration.

Rivets
• Mechanical-Lock Rivets
Mechanical-lock rivets were designed to prevent the center stem of a rivet from falling out as a
result of the vibration encountered during aircraft operation. Unlike the center stem of a
friction-lock rivet, a mechanical-lock rivet permanently locks the stem into place and vibration
cannot shake it loose.
 Huck-Loks rivets were the first mechanical-lock rivets and are used as structural
replacements for solid shank rivets. However, because of the expensive tooling
required for their installation, Huck-Loks are generally limited to aircraft
manufacturers and some large repair facilities.
 Cherrylocks™ often called the bulbed CherryLOCK, was 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.
 Olympic-loks blind fasteners are light weight, mechanically-locking spindle-type blind
rivets. Olympic-loks come with a lock ring stowed on the head. As an Olympic-lok is
installed, the ring slips down the stem and locks the center stem to the outer shell.
These blind fasteners require a specially designed set of installation tools.
 CherryMAX rivet is economical to use and strong enough to replace solid shank rivets,
size for size. The economic advantage of the CherryMAX system is that one size puller
can be used for the installation of all sizes of CherryMAX rivets.
Rivets
Pop rivets are frequently used for assembly and

non-structural applications. They must not be The friction-lock rivet assembly consists of a shell
used in areas that are subject to moderate or and mandrel or pulling stem. The stem is pulled until
heavy loads. the header forms a bucktail on the blind side of the
shell. At this point, a weak point built into the stem
shears and the stem breaks off. After the stem
fractures, part of it projects upward. The projecting
stem is cut close to the rivet head and the small
residual portion is filed smooth.
Rivets
Unlike friction-lock rivets, Huck-Loks utilize a

lock ring that mechanically locks the center
stem in place. Cherrylock

Rivets
Olympic-Lok rivet

Rivets
CherryMAX

Rivets
• Hi-Shear Rivets
One of the first special fasteners used by the aerospace industry was the Hi-Shear rivet. Hi-
Shear rivets were developed in the 1940s to meet the demand for fasteners that could carry
greater shear loads.

Rivets
Rivet Selection
The following rules should govern your selection and use of rivets:
1. Replacements must not be made with rivets of lower strength material unless they are
larger than those removed. For example, a rivet of 2024aluminum alloy should not be
replaced by one made of 2017 aluminum alloy unless the 2017 rivet is a size larger.
Similarly, when 2117 rivets are used to replace 2017 rivets, the next larger size should
be used.
2. When rivet holes become enlarged, deformed, or otherwise damaged, you should use
next larger size as replacement.
3. Countersunk rivet heads should be replaced by rivets of the same type and degree of
countersink.
4. All protruding head rivet should be replaced with universal head rivets.
5. Rivets less than 1/8” in diameter should not be used for structural applications.
6. Minimum rivet diameter is equal to the thickness of the thickest sheet to be riveted.
7. Maximum rivet diameter is equal to three times the thickness of the thickest sheet to
be riveted.
8. The proper rivet length should be the grip length plus 1 ½ times the rivet diameter.

Rivets
Joint Types
There are two basic types of axial riveted joint: the lap joint and the butt joint.

Rivets
Rivet Joint Failure
A rivet joint may fail as a result of one( or more) of a number mechanisms.
• Shearing through one section of the rivet (single shear).

• Shearing through two sections of the rivet (double shear).
• Compressive bearing failure of the rivet.
• Shearing of the plate(s) being joined.
• Bearing failure of the plate(s) being joined.
• Tearing of the plates between the rivets.

Rivets
Rivet Layout Pattern
It is important when making a riveted repair that the rivets be installed in such a way that
they will develop the maximum strength from the sheet metal. To obtain this strength, not
only the rivet and sheet strength must be determined, but the rivet pattern is also a
critical factor so the drilled holes do not weaken the joint. This means the spacing
between rivets and the distance they remain from the edge of the material cannot be
closer than minimum specifications.
• Edge Distance
It is important when installing rivets that they be placed a certain distance from the edge
of the material. If rivets are installed too close to the edge, the sheet metal will tear out
instead of shearing the rivet when extreme loads are encountered. Conversely, if the rivets
are placed too far away from the edge, the metal sheets can separate, allowing foreign
contaminates to enter the joint, ultimately causing corrosion.
• Pitch (Spacing)
The distance between adjacent rivets in a row is called the pitch. To prevent the joint from
being weakened by too many holes in a row, the adjacent rivets should be no closer than
three diameters to one another. In contrast, to prevent the sheets from separating
between rivets, the rivet holes should be no further apart than ten to twelve times the
rivet shank diameter.

Rivets
Edge distance and rivet pitch are critical to obtaining

maximum strength from a riveted repair.

Rivets
• Rivet Gage (Transverse Pitch)
The distance between rows of rivets in a multi-row layout should be about 75% of the
pitch, provided that the rivets in adjacent rows are staggered. If the rivets are not
staggered, then the pitch will be the same between rows as it is between rivets in a single
row. For most layout patterns, it is most practical to stagger the placement of rivets to
reduce the amount of sheet metal that has to be overlapped.
When multiple rows of rivets are used in a lay-

out, the transverse pitch should be
approximately 75% of the rivet pitch, and the
rivets should be staggered.

Rivets
Sample Layout Problem
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

Rivets
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.
Rivets
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.
• Compression Riveting
When there are a large number of easily accessible rivets to be installed, a compression,
or squeeze riveter, can be used instead of hand or gun riveting. These riveting tools reduce
the time required to install the rivets and produce a far more uniform shape than can be
driven by hand or with a rivet gun.
• Gun Riveting
Hand riveting and compression riveting are used for special conditions, but a rivet gun
drives most rivets used in aircraft construction. These tools look and operate in a similar
fashion to a reciprocating air hammer, but the number of strokes and force of the impact
are considerably different. As such, only guns designed for riveting should be used on air-
craft structures.

Rivets
Squeeze riveter jaws or yokes are

available in different lengths and
configurations.
Hand riveting is performed where

Different handle styles are
it is inconvenient to use
available on rivet guns to fit
conventional riveting equipment.
various locations and operator
preferences.

Rivets
Bucking Bar
When a rivet is driven, the actual compression of the rivet is not performed by the action
of the rivet gun. Instead, the rivet is backed up by a metal bar that reciprocates in
response to the beats of the rivet gun. This reciprocating action causes the rivet to be
compressed in successive actions. These metal bars are referred to as bucking bars
because of the method in which the bar bucks, or vibrates, on the shank of the rivet.
Bucking bars are available in different weights and shapes to allow riveting of solid
rivets in almost any location.
Rivets
Evaluating Driven Rivets
A technician must be able to identify properly driven rivets. Until the technician has gained enough
experience to evaluate driven head dimensions, special gauges may be fabricated to check shop head
shapes and sizes.
Rivets
Removal of Rivets
When removing a solid shank rivet from a piece of aircraft structure, drill to the base of the
manufactured head with a drill one size smaller than the rivet shank. Insert a pin punch into the hole
and pry the head off, then use the pin punch to drive the rivet shank from the skin.

WOODS
Although wood was used for the first airplanes because of its favorable strength-to-
weight ratio, it is primarily the cost of the additional hand labor needed for wood
construction and maintenance that has caused wood aircraft to become almost
entirely superseded by those of all-metal construction. However, there are still many
home-built airplanes that feature wood construction, and occasionally, commercial
designs intended for low-volume production appear using some degree of wood in
their structures.
Orville Wright's famous first airplane

flight.

Woods
Quality of Materials
Sitka spruce is the reference wood used for aircraft structures because of its uniformity,
strength, and excellent shock-resistance qualities.
Wood Substitution
Other types of wood are also approved for use in aircraft structures. However, the wood
species used to repair a part should be the same as the original wood whenever possible.
If using a wood substitute, it is the responsibility of the person making the repair to
ensure that the wood meets all of the requirements for that repair.
AC 43.13-lB outlines information regarding acceptable wood species substitutions.

Woods
Only certain species of wood are suitable for aircraft structures.

Woods
Wood Assessment
The cut of the wood, slope of the grain, and the number of growth rings are factors to
examine when determining quality. The way wood is cut affects its shrinkage
characteristics and strength qualities.
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.
According to FAA standards, a grain slope of 1:15
is the maximum allowable slope allowed in
aviation-grade wood.

Woods
Following are several wood defects the technician
must be able to identify to properly assess wood
quality.
• Checks - A lengthwise separation or crack of the
wood that extends along the wood grain.
• Compression failure - Characterized by a buck-
ling of fibers that appear as streaks on the
surface of the wood that are at right angles to
the grain.
• Decay - The destruction and eventual reduction
of wood to its component sugars and base ele-
ments through attack by organisms such as fungi
and certain insects such as termites
• Split - Longitudinal cracks produced by artificially • Dry rot - A term loosely applied to any dry,
induced stress. crumbly rot but especially a wood easily crushed
• Shakes A separation or crack along the grain, to dry powder in its advanced stage.
the greater part of which may occur at the com • Heartwood - The inner core of a woody stem or
mon boundary of two rings or within growth log, extending from the pith to the sap, which is
rings. usually darker in color. This part of the wood
contains dead cells that no longer participate in
the life processes of the tree.
• Knot - That portion of a branch or limb that is
embedded in the wood of a tree trunk, or that
has been surrounded by subsequent stem
growth.
Woods
Effect of Shrinkage
When the moisture content of a wooden part is lowered, the part shrinks. Since the
shrinkage is not equal in all directions, the mechanic should consider the effect that the
repair may have on the completed structure. The shrinkage is greatest in a tangential
direction (across the fibers and parallel to the growth rings), somewhat less in a radial
direction (across the fibers and perpendicular to the growth rings), and is negligible in a
longitudinal direction (parallel to the fibers).

Woods
Types of Adhesives
• Most older airplanes were glued with casein glue, which was a powdered glue made
from milk. Casein glue deteriorates over the years after it is exposed to moisture in the
air and to wide variations in temperature.
• Plastic resin glue is a urea-formaldehyde resin that is water-, insect-, and mold-proof.
Plastic resin glue rapidly deteriorates in hot, moist environments, and under cyclic
stresses, making it obsolete for all aircraft structural repairs
• Resorcinol glue is a two-part synthetic resin glue consisting of a resin and a hardener
and is the most water-resistant of the glues used. Resorcinol adhesive meets the
strength and durability requirements of the FAA, making it one of the most common
types of glue used in aircraft wood-structure repair.
• Phenol-formaldehyde glue is most commonly used in the manufacturing of aircraft-

grade plywood. Phenol-formaldehyde glue requires high curing temperatures and
pressures making it impractical for use in the field.
• Epoxy resins are two-part synthetic resins that generally consist of a resin and a
hardener mixed together in specific quantities. Epoxies have excellent working
properties and usually require less attention to joint quality or clamping pressures as
compared to other aircraft adhesives
Woods
Bonding Process
Following are the three most important requirements for

a strong and durable structural bond.
• Preparation of the wood surface prior to apply

ing the adhesive.
• Utilization of a good quality aircraft-standard
adhesive that is properly prepared.
• Performing a good bonding technique consistent
with the manufacturer's instructions.

Woods
Applying The Adhesive
It is important to observe the orientation of the wood grain to avoid applying glue
to the end grain. End grain is wood that is cut at a 90° angle to the direction of the
grain. An acceptable cut of wood has been cut nearly parallel to the direction of
grain.
Avoid end-grain joints when gluing wood scarf

joints. Make sure the wood is cut with the grain
of both pieces as close to parallel as possible.
Using end-grain joints increases the chance of
future warping.

Woods
Almost all types of adhesives have four time-periods that are critical to the bonding
process.
• Pot life is the useable life of the glue from the time it is mixed until the time it
must be used. Discard the glue once the pot life has expired.
• The open-assembly time is the allowable time between the application of the
glue and the time the joint is assembled. If the open-assembly time is too long,
the glue will begin to set up on the joint surfaces and the glue line will weaken.
• The closed-assembly time is the allowable length of time between the
assembling of the joint and the application of the clamping pressure. Closed-
assembly time allows for the movement of parts to place them in the proper
alignment.
• The pressing time is the period during which the parts are pressed or clamped
together and is essentially the adhesive curing period. Pressing time must be
sufficient to ensure that the joint is strong enough to withstand manipulation or
the machining process.

COMPOSITES
Composites are combinations of two or more materials that differ in composition or
form.
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, tools, equipment
and facilities to repair composite components

Composites
Abbreviations
• AFRP - Aramid Fiber Reinforced Plastic

• CFRP - Carbon Fiber Reinforced Plastic
• GFRP - Glass Fiber Reinforced Plastic
• HOBE - Honeycomb before Expansion
• MSDS - Material Safety Data Sheet
• NDT - Non Destructive Testing
• NTM - Non Destructive Testing Manual
• Pre-Peg - Pre impregnated Fabric

Composites
Elements of Composite Structure
In aircraft construction, most currently produced composites consist of a reinforcing

material to provide the structural strength, joined with a matrix material to serve as
the bonding substance. The three main parts of a fiber-reinforced composite are the
fiber, matrix, and interface or boundary between the individual elements of the
composite.
1. Reinforcing Fiber
Reinforcing fibers provide the primary structural strength to the composite structure
when combined with a matrix. Reinforcing fibers can be used in conjunction with
one another (hybrids), woven into specific patterns (fiber science), combined
with other materials such as rigid foams (sandwich structures), or simply used in
combination with various matrix materials.

Composites
• Fiberglass (Glass Cloth)

Fiberglass is made from small strands of molten silica glass that are spun together and
woven into cloth.
One of the disadvantages of fiberglass is that it weighs more and has less strength than
most other composite fibers. However, with newly developed matrix formulas,
fiberglass is an excellent reinforcing fiber currently used in advanced composite
applications.
The two most common types of fiberglass

are S-glass and E-glass. E-glass, otherwise
known as "electric glass" because of its
high resistivity to current flow, is produced
from borosilicate glass and is the most
common type of fiberglass used for
reinforcement. S-glass is produced from
magnesia-alumina-silicate, and is used
where a very high tensile strength
fiberglass is needed.

Composites
• Aramid
In the early 1970s, DuPont introduced aramid, an organic aromatic-polymide polymer,
commercially known as Kevlar. Aramid exhibits high tensile strength, exceptional
flexibility, high tensile stiffness, low compressive properties, and excellent toughness.
Aramid fibers are non-conductive and produce no galvanic reaction with metals.
Another important advantage is its strength-to-weight ratio; it is very light compared to
other composite materials. Aramid-reinforced composites also demonstrate excellent
vibration-damping characteristics in addition to a high degree of shatter and fatigue
resistance.

Composites
• Carbon/Graphite
Advantages to carbon/graphite materials are in their high compressive strength and
degree of stiffness. However, carbon fiber is cathodic while aluminum and steel are
anodic. Thus, carbon promotes galvanic corrosion when bonded to aluminum or steel,
and special corrosion control techniques are needed to prevent this occurrence.
Carbon/graphite materials are kept separate from aluminum components when
sealants and corrosion barriers, such as fiberglass, are placed at the interfaces between
composites and metals
Carbon/graphite is a black fiber that is very

strong, stiff, and used primarily for its rigid
strength characteristics. Fiber composites are
used to fabricate primary structural components
such as the ribs and skin surfaces of the wings

Composites
• Boron
Boron fibers are made by depositing the element boron onto a thin filament of
tungsten. The resulting fiber is approximately .004 inch in diameter, has excellent
compressive strength and stiffness, and is extremely hard. However, boron is not
commonly used in civil aviation because it can be hazardous to work with, and is
extremely expensive.
• Ceramic
Ceramic fibers are used where a high-temperature application is needed. This form of
composite will retain most of its strength and flexibility at temperatures up to 2,200 °F.
Tiles on the Space Shuttle are made of a special ceramic composite that dissipates heat
quickly. Some firewalls are also made of ceramic-fiber composites.

Composites
2. Core Material
Core materials are the central members of an assembly and are used extensively in
advanced composite construction. When bonded between two thin face sheets, a
component can be made rigid and lightweight. Composite structures manufactured
in this manner are sometimes referred to as sandwich construction.
• Honeycomb Cores
Honeycomb core materials consist of the six-sided shape of a natural honeycomb,
which provides a core with a very high strength-to-weight ratio.
The ribbon direction of a honeycomb core is the direction in which the honeycomb
can be pulled apart. It is important to line up the ribbon direction of the
replacement honeycomb core with that of the original when performing a repair
honeycomb core repair to ensure consistent structural strength along with uniform
compressive strength

Composites
Honeycomb Sandwich Construction

Composites
• Foam Cores
Foam core materials offer different densities and temperature characteristics for
high-heat applications and fire resistance. When using foams in a repair operation, it
is important to use the proper type and density. Styrofoam, urethane foam, poly
vinyl chloride (PVC), and strux are several common types of foam cores used in
aircraft composite construction.
 Styrofoam (Polystyrene) is commonly used on home-built aircraft and

should only be used with an epoxy resin. Polyester resins dissolve
Styrofoam. Styrofoam is comprised of smaller cells, which produce a much
stronger core material.
 Urethane foam can be used with epoxy or polyester resins. However,
urethane cannot be cut with a hot wire. Subjecting urethane foam to high
heat produces a hazardous gas.
 Other foam core materials include poly vinyl chloride (PVC), and strux
(cellular, cellulose acetate) foam. PVC foam can be used with either
polyester or epoxy resins and cut with a hot wire. Strux foam is commonly
used to build up ribs or other structural supports.

Composites
 Phenolic has very good fire resistant properties and can have very low
density, but relatively low mechanical properties.
 Polypropylene is used to make airfoil shapes; can be cut with a hot wire;
compatible with most adhesives and epoxy resins; not for use with polyester
resins, dissolves in fuels and solvents.
• Wood Cores
Balsa wood or laminations of hard wood which are bonded to laminates of high-
strength materials are occasionally used for other types of composite sandwich
construction. Wood core materials provide high compressive strength to composite
structures.

Composites
3. Matrix Material
The function of the matrix in a composite is to hold the reinforcing fibers in a
desired position. It also gives the composite strength and transfers external stresses
to the fibers. The ability of the matrix to transfer stress is the key to the strength of a
composite structure.
Resin is an organic polymer used as a matrix to contain the reinforcing fibers in a

composite material. Polyester resin, an example of an earlier matrix, used in con-
junction with fiberglass has been used in many non-structural applications such as
fairings and spinners.
Resin matrix systems are a type of plastic and include two general categories:
thermoplastic and thermosetting. Thermoplastic and thermosetting resins by
themselves do not have sufficient strength for use in structural applications.
However, plastic matrixes reinforced with other materials form high-strength,
lightweight structural composites.

Composites
• Thermosetting Resins
Thermosetting resins use heat to form and irreversibly set the shape of the part.
Thermosetting plastics, once cured, cannot be reformed even if they are reheated.
At this time, most structural airframe applications are constructed with
thermosetting resins.
 Polyester resin, an early thermosetting matrix formula, is mainly used with

fiberglass composites to create nonstructural applications such as fairings,
spinners, and aircraft trim.
 Epoxy resin matrices are two-part systems consisting of a resin and a
catalyst. The catalyst acts as a curing agent by initiating the chemical
reaction of the hardening epoxy. Epoxy resin systems are well known for
their outstanding adhesion, strength, and resistance to moisture and
chemicals. They are also useful for bonding nonporous and dissimilar
materials, such as metal parts to composite components.
 Vinyl Ester resin, the corrosion resistance and mechanical properties are
much improved over standard polyester resin composites.
 Phenolic (Phenol-formaldehyde) resin are used for interior components
because of their low smoke and flammability characteristics.
 Polyimide resins excel in high-temperature environments where their
thermal resistance, oxidative stability, low coefficient of thermal
expansion, and solvent resistance benefit the design.
Composites
• Thermoplastic Resins
Thermoplastic resins use heat to form the part into the desired shape. However, this
shape is not necessarily permanent. If a thermoplastic resin is reheated, it will
soften and could easily change shape.
Types of Thermoplastic Material used for Aircraft Windshield and Side Windows:
1. Cellulose Acetate – transparent and lightweight. It has a tendency to shrink

and turn yellow. When applied with acetone it softens.
2. Acrylic – identified by trade names as Lucite or Plexiglas or in Britain Perspex.
It is stiffer than cellulose acetate. More transparent and for all purpose is
colorless. It burns with a clear flame and produces a fairly pleasant odor. If
acetone is applied to acrylic it leaves a white residue but remains hard.

Composites
Curing Stages of Resins

Thermosetting resins use a chemical reaction to cure. There are three curing stages,
which are called A, B, and C
• A stage: The components of the resin (base material and hardener) have
been mixed but the chemical reaction has not started. The resin is in the A
stage during a wet layup procedure.
• B stage: The components of the resin have been mixed and the chemical
reaction has started. The material has thickened and is tacky. The resins of
prepreg materials are in the B stage. To prevent further curing the resin is
placed in a freezer at 0 °F. In the frozen state, the resin of the prepreg material
stays in the B stage. The curing starts when the material is removed from the
freezer and warmed again.
• C stage: The resin is fully cured. Some resins cure at room temperature and
others need an elevated temperature cure cycle to fully cure.

Composites
Working with Resins and Catalyst
• pot life - is the amount of time a catalyzed resin remains in a workable state.
• shelf life - is the time that the product is still good in an unopened container.
• resin rich - if too much resin is applied to the part.
• resin starved - is one where not enough resin was applied, which weakens the part.
• 60:40 fiber to resin ratio - for advanced composite lay-ups is generally considered
the best for strength characteristics
The resin and catalyst are divided into

separate containers that are attached
on one end. When ready for use, the
partition, which separates the resin
from the catalyst, is broken to allow
the two to mix

Composites
Fiber Science
The strength of a reinforcing material within a composite is dependent upon the

weave of the material, the wetting process (how the matrix is applied), filament
tensile strength, and the design of the part.
The strength and stiffness of a composite buildup depends upon the orientation of
the plies relative to the load direction while a sheet metal component will have the
same strength no matter in which direction it is tested.
Fabric Orientation
When working with composite fibers, it is important to understand the construction
and orientation of the fabric because all design, manufacturing, and repair work
begins with the orientation of the fabric.

Composites
• Warp
The warp of threads in a section of fabric run the length of the fabric as it comes off
the roll or bolt. Warp direction is designated as 0°. There are typically more threads
woven into the warp direction than the fill direction, making it stronger in the warp
direction.

Composites
• Weft/Fill
Weft or fill threads of the fabric are those that run perpendicular (90°) to the warp
fibers. The weft threads interweave with the warp threads to create the reinforcing
cloth.
• Selvage Edge
The selvage edge of the fabric is the tightly woven edge parallel to the warp
direction, which prevents edges from unraveling. The selvage edge is removed
before the fabric is utilized.
• Bias
The bias is the fiber orientation that runs at a 45° angle (diagonal) to the warp
threads. The bias allows for manipulation of the fabric to form contoured shapes.
Fabrics can often be stretched along the bias but seldom along the warp or fill.

Composites
Fabric Style
Fabrics used in composite construction are manufactured in several different styles:
unidirectional, bi-directional, 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.
• Unidirectional
Unidirectional fiber orientation is one in which all of the major fibers run in one direction, giving
the majority of its strength in a single direction
• Bi-directional/Multi-directional
Bi-directional or multi-directional fabric orientation calls for the fibers to run in two or more
directions. Bi-directional fabrics are woven with the warp threads usually outnumbering the
weft, so there is usually more strength in the warp direction than the fill.
Another type of bi-directional material is the intraply hybrid fabric. which gives composites
specific strength, flexibility, and durability characteristics, depending on the combination and
proportion of the fibers woven together.
• Mats
Mat fabrics consist of chopped fibers compressed together and typically used in combination
with woven or unidirectional fabrics. A mat is not as strong as a unidirectional or bi-directional
fabric, and is therefore is not commonly used alone in repair work.

Composites
Unidirectional fabrics are not woven together. Fiberglass mat provides the high strength of glass
Warp fibers run parallel to each other and are to reinforce thermosetting resins without the
kept in place by small cross threads. expense of woven cloth.

Composites
Pre-Impregnated Materials
Pre-impregnated fabrics, commonly known as "pre-pregs," are fabrics that have the
resin system already saturated into the fabric.
Fabrics are pre-impregnated with the proper amount and weight of a resin matrix to
eliminate the mixing and application details such as proper mix ratios and application
procedures.
Manufacturers often prepare

these fabrics by dipping the
woven fabric into a resin solution
containing the proper amount of
resin and catalyst, weighed and
mixed together. A catalyst is a
substance that changes the rate
of a chemical reaction.

Composites
Fillers
Fillers, also known as thixotropic agents, are materials added to resins to control
viscosity and weight, to increase pot life and cured strength, and to make the
application of the resin easier. Fillers increase the volume of the resin, making it less
dense and less susceptible to cracking, as well as lowering the weight of the material.
• Microballoons are small spheres manufactured from plastic or glass. Plastic

microballoons must be mixed with a compatible resin system that will not dissolve
the plastic. Glass microballoons, on the other hand, are not affected by resin
mixtures, making them the primary thixotropic agent used in composite
construction. Microballoons reduces the overall weight, and they provide lower
stress concentrations throughout the structure but do not add strength to the
composite structure.
• 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.

Composites
Adhesives
• Film Adhesives
Structural adhesives for aerospace applications are generally supplied as thin films
supported on a release paper and stored under refrigerated conditions (–18 °C, or
0 °F).
• Paste Adhesives
Paste adhesives are used as an alternative to film adhesive. These are often used to
secondary bond repair patches to damaged parts and also used in places where film
adhesive is difficult to apply. Paste adhesives for structural bonding are made mostly
from epoxy.
• Foaming Adhesives
Foaming adhesives are used to splice pieces of honeycomb together in a sandwich
construction and to bond repair plugs to the existing core during a prepreg repair.

Composites
Upper Left: Film Adhesives

Upper Right: Paste Adhesives
Bottom: Foam Adhesives

Composites
Manufacturing Process
In general, most composite manufacturers augment the strength of the finished
product by applying heat and pressure to the matrix/fiber mix as it cures, which
accomplishes several things:
1. The heat and pressure facilitates the complete saturation of the fiber material.
2. The heat serves to accelerate the curing process of the matrix. In some instances,
a high temperature is required to effect a proper cure of the matrix formula.
3. The pressure squeezes out excess resin and air pockets from the reinforcing
fibers, which helps to produce a more even blend of fiber and matrix.
• Compression Molding
Compression molding is a manufacturing process that uses a male and female mold
to form the part. It is normally used to manufacture a large number of precision-
formed parts.
• Vacuum Bagging
Vacuum bagging is the most commonly used method to apply pressure to composite
repairs. With this technique, the assembly is placed into a plastic bag and the air is
then withdrawn by the use of a vacuum source.

Composites
• Filament Winding
Another manufacturing method that produces incredibly strong structures is the
filament winding method. A continuous thread of reinforcing fiber is wound around a
mandrel in the same shape of the desired part.
• Wet Lay-up
This technique simply involves the mixing of the fiber reinforcement with the matrix,
then laying the wet fabric over a surface for curing. Although this technique is less
precise than other manufacturing methods, it is the most flexible procedure
available.

Composites
Vacuum Bagging
Compression Molding
Wet Lay-up
Filament Winding

Materials and Processes

Hochgeladen von

Dokumentinformationen

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Materials and Processes

Hochgeladen von

Copyright:

Verfügbare Formate

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

Flexural Strength (Modulus of Rupture, Bend Strength, or Fracture Strength)

Elastic Limit – is the greatest stress a material can withstand without a

Poisson’s Ratio – is the ratio of lateral strain to axial strain

Moduli within the Proportional Limit (Elastic Range)

Resilience – capacity of a material to absorb energy in the elastic range

A metal's hardness refers to its ability to resist cutting,

Brittleness describes a material's tendency to break or

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

A material's ability to be bent, formed, or shaped without cracking or

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

Elasticity describes a metal's tendency to return to its original shape

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

Expansion and Contraction

The property of a metal to expand when heated and shrink when

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

The ability of metal to be joined by heating and melting is defined as

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

Hot-working is the process of forming metal at an elevated temperature when

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

Rolling is a process of reduction of the cross-

• Bloom – 6x6 .in or larger; approximately square

Hammer forging (drop forging) is forming a

The surplus metal which has been squeezed out

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

• Drop forging is a hammering process whereby a hot ingot is placed between a

• Upset forging is a forging operation which is employed for manufacturing head of

• Roll forging (Swaging) is a forging operation involving reduction of the workpiece

Pressed Powdered Metal Parts

The process of pressing powdered-metal parts is a method

Pressed powdered-metal parts are formed on a press by

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

Cold-working is performed well below a metal's critical temperature and

Cold-rolling usually refers to the rolling of metal at room temperature to its

Cold-drawing is used in making seamless tubing, wire, streamlined tie rods,

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

Extrusion is the process of forcing metal through a die which imparts a

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

Aluminum and Its Alloys

Pure aluminum lacks sufficient strength to be used for aircraft construction.

Basic Designation for Wrought and Cast Aluminum Alloys

Alloy Number Major Identifying Elements

Wrought Alloys Cast Alloys

1XXX Pure Aluminum Pure Aluminum

* Pure Aluminum means 99.00% minimum aluminum

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

Aluminum Alloy Designation - Wrought

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

Alclad, a registered trademark, usually refers to the products of Aluminum Company of

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

Casting for Aluminum Alloys

3 Ways of Casting Aluminum Alloys

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

Temper Designation System

Temper Designation for Non Heat Treatable Alloys

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

Temper Designation for Heat Treatable Alloy

T1 – Cooled from an elevated temperature shaping process and naturally aged to a

FEATI UNIVERSITY – AERONAUTICAL ENGINEERING REVIEW CENTER NMP

Types of Heat Treatment