This document discusses the use of titanium in aircraft. It describes how titanium is used in both airframes and engines due to its light weight, high strength, and corrosion resistance. Commercially pure titanium and titanium alloys like Ti-6Al-4V are commonly used. Applications in airframes include parts that require strength and compatibility with carbon fiber composites. Engines use titanium alloys in components like fan blades and compressors that experience lower temperatures. Maintaining high quality control and qualifications is important for aircraft applications of titanium.
This document provides an overview of materials used in gas turbine components such as compressors, combustors, turbines, and nozzles. It discusses the challenges associated with each component and how material requirements have evolved over time. For compressors, titanium alloys are widely used due to their high strength to weight ratio, with Ti-6Al-4V being common. Superalloys are needed for the last compressor stages due to higher temperatures. Combustor materials require high temperature creep resistance and oxidation resistance, leading to the use of nickel and cobalt-based superalloys. Turbine disks were initially made of steel but now use nickel-based superalloys like alloy 718 for their high strength. Blades and van
IRJET- Design and Analysis of Ceramic(Sic) Gas Turbine VaneIRJET Journal
This document summarizes the design and analysis of a ceramic (silicon carbide) gas turbine vane. The objective was to develop a cooled ceramic vane design for the first stage of a high-pressure turbine that could utilize the higher temperature capability of composites compared to metals. A 3D model of the vane was created in CATIA and analyzed in ANSYS to investigate thermal and structural performance using silicon carbide and titanium T6 materials. Results showed the silicon carbide design experienced higher heat flux but lower stresses compared to titanium, indicating it is better suited for withstanding the high temperatures in a gas turbine.
Thermo Structural Analysis on Cylinder Head of 4 Stroke VCR Diesel EngineDr. Amarjeet Singh
The main aim of the project is to analyse the design performance of VCR 4 stroke Diesel engine cylinder head at the compression ratio 16.5 using Ansys software. The basic modelling is done on CATIA V5 software. The design exposition can be done structurally and thermally in ansys. By the structural analysis the maximum and minimum von misses stress, total deformation can be determined, the maximum gas pressure required for this analysis is taken from the experimental set up of VCR engine. With the steady state thermal analysis we will get the maximum temperature distribution and total heat flux of the cylinder head with the initial pressure value. The results of both the expositions are used to decide the critical areas of the cylinder head which require further amendment and also the quality of design. If the maximum stress is less than the material strength of the cylinder head then the basic design criteria can be achieved.
Remaining life assessment of refinery furnace tubes using finite element methodBarhm Mohamad
Crude oil heater 9Cre-1Mo steel tubes from a refinery plant were studied, after 5 years of service at nominally 650 Cº and 3 bar, to predict their remnant lives. The investigation included dimensional, hardness and tensile measurements in addition to accelerated stress rupture tests between 650 Cº and 700 Cº and microstructural examination. Tube specimens were taken from two sections, the overheated side and the side which only saw the nominal operating temperature. The method employed involved the prediction of the increase in temperature with increasing sediment deposition during the operating life times using an FEM model. In addition the predicted temperatures are used to derive appropriate creep properties at relevant temperatures in a 3D pipe FEM creep analysis to predict the pipe deformation rate. All compare well with the actual service exposed pipe measurements and layer deposition. The overheated side revealed a small loss of creep strength in a stress rupture test. A layer of sediment (appr. 10 mm thickness) consisting basically of sintered carbon (coke) spread over the inside of the tube was acting as a thermal barrier causing the temperature to rise above 650 Cº. Analysis for the overheated side predicted an upper bound temperature of 800 Cº and a life of about 50 h suggesting that failure by creep rupture could occur rapidly in the sediment region.
Postweld heat treatment (PWHT) involves heating welded steel to improve its properties by reducing residual stresses and increasing resistance to brittle fracture. The two most common PWHT methods are post heating and stress relieving. Post heating involves heating welded steel to 450°F for 1 hour per inch of thickness to prevent hydrogen-induced cracking by allowing hydrogen to diffuse out of the weld before cooling. Stress relieving involves heating steel to 1100-1250°F for 1 hour per inch of thickness to relax residual welding stresses. Whether PWHT is required depends on codes, the application, steel alloy composition and previous heat treatments.
Post-weld heat treatment (PWHT) is used to improve the properties of welded joints and is often required by codes. The most common PWHT methods are post heating and stress relieving. PWHT aims to reduce residual stresses and improve ductility. It can be performed in fixed or temporary furnaces using direct heating methods. Proper temperature control and rates of heating/cooling must be followed based on material thickness. Thermocouples are used to monitor internal and external temperatures during treatment.
Plasma assistad machining of Heat resistant super alloysAkhil S
This document provides an overview of plasma assisted milling (PAM). PAM uses a high-temperature plasma jet to locally heat materials ahead of a cutting tool to improve machinability. The document reviews literature on PAM of difficult-to-cut alloys like Inconel 718 and titanium. It describes the working principles of PAM, including plasma generation and machine setup. Test results show PAM reduces cutting forces and improves tool life for machining heat-resistant alloys like Inconel 718 and Haynes 25 by thermally softening the material. However, for titanium alloys, melting can occur even at low plasma intensities due to its low thermal conductivity.
Some thing about piston design using ansysSattar200
The document discusses fatigue analysis of internal combustion engine pistons using finite element analysis. It summarizes four research articles that analyze piston design, stress distribution, heat transfer, and fatigue life when subjected to pressure and temperature loads. The articles analyze pistons made of materials like aluminum alloy, cast iron, and aluminum silicon carbide composite. Finite element analysis software like ANSYS and Adams are used to simulate piston behavior under working conditions and optimize design parameters like thickness, stress levels, and fatigue life. The analyses show that aluminum alloy pistons have better thermal conductivity but lower strength compared to cast iron. Material optimization can further improve piston performance.
This document provides an overview of materials used in gas turbine components such as compressors, combustors, turbines, and nozzles. It discusses the challenges associated with each component and how material requirements have evolved over time. For compressors, titanium alloys are widely used due to their high strength to weight ratio, with Ti-6Al-4V being common. Superalloys are needed for the last compressor stages due to higher temperatures. Combustor materials require high temperature creep resistance and oxidation resistance, leading to the use of nickel and cobalt-based superalloys. Turbine disks were initially made of steel but now use nickel-based superalloys like alloy 718 for their high strength. Blades and van
IRJET- Design and Analysis of Ceramic(Sic) Gas Turbine VaneIRJET Journal
This document summarizes the design and analysis of a ceramic (silicon carbide) gas turbine vane. The objective was to develop a cooled ceramic vane design for the first stage of a high-pressure turbine that could utilize the higher temperature capability of composites compared to metals. A 3D model of the vane was created in CATIA and analyzed in ANSYS to investigate thermal and structural performance using silicon carbide and titanium T6 materials. Results showed the silicon carbide design experienced higher heat flux but lower stresses compared to titanium, indicating it is better suited for withstanding the high temperatures in a gas turbine.
Thermo Structural Analysis on Cylinder Head of 4 Stroke VCR Diesel EngineDr. Amarjeet Singh
The main aim of the project is to analyse the design performance of VCR 4 stroke Diesel engine cylinder head at the compression ratio 16.5 using Ansys software. The basic modelling is done on CATIA V5 software. The design exposition can be done structurally and thermally in ansys. By the structural analysis the maximum and minimum von misses stress, total deformation can be determined, the maximum gas pressure required for this analysis is taken from the experimental set up of VCR engine. With the steady state thermal analysis we will get the maximum temperature distribution and total heat flux of the cylinder head with the initial pressure value. The results of both the expositions are used to decide the critical areas of the cylinder head which require further amendment and also the quality of design. If the maximum stress is less than the material strength of the cylinder head then the basic design criteria can be achieved.
Remaining life assessment of refinery furnace tubes using finite element methodBarhm Mohamad
Crude oil heater 9Cre-1Mo steel tubes from a refinery plant were studied, after 5 years of service at nominally 650 Cº and 3 bar, to predict their remnant lives. The investigation included dimensional, hardness and tensile measurements in addition to accelerated stress rupture tests between 650 Cº and 700 Cº and microstructural examination. Tube specimens were taken from two sections, the overheated side and the side which only saw the nominal operating temperature. The method employed involved the prediction of the increase in temperature with increasing sediment deposition during the operating life times using an FEM model. In addition the predicted temperatures are used to derive appropriate creep properties at relevant temperatures in a 3D pipe FEM creep analysis to predict the pipe deformation rate. All compare well with the actual service exposed pipe measurements and layer deposition. The overheated side revealed a small loss of creep strength in a stress rupture test. A layer of sediment (appr. 10 mm thickness) consisting basically of sintered carbon (coke) spread over the inside of the tube was acting as a thermal barrier causing the temperature to rise above 650 Cº. Analysis for the overheated side predicted an upper bound temperature of 800 Cº and a life of about 50 h suggesting that failure by creep rupture could occur rapidly in the sediment region.
Postweld heat treatment (PWHT) involves heating welded steel to improve its properties by reducing residual stresses and increasing resistance to brittle fracture. The two most common PWHT methods are post heating and stress relieving. Post heating involves heating welded steel to 450°F for 1 hour per inch of thickness to prevent hydrogen-induced cracking by allowing hydrogen to diffuse out of the weld before cooling. Stress relieving involves heating steel to 1100-1250°F for 1 hour per inch of thickness to relax residual welding stresses. Whether PWHT is required depends on codes, the application, steel alloy composition and previous heat treatments.
Post-weld heat treatment (PWHT) is used to improve the properties of welded joints and is often required by codes. The most common PWHT methods are post heating and stress relieving. PWHT aims to reduce residual stresses and improve ductility. It can be performed in fixed or temporary furnaces using direct heating methods. Proper temperature control and rates of heating/cooling must be followed based on material thickness. Thermocouples are used to monitor internal and external temperatures during treatment.
Plasma assistad machining of Heat resistant super alloysAkhil S
This document provides an overview of plasma assisted milling (PAM). PAM uses a high-temperature plasma jet to locally heat materials ahead of a cutting tool to improve machinability. The document reviews literature on PAM of difficult-to-cut alloys like Inconel 718 and titanium. It describes the working principles of PAM, including plasma generation and machine setup. Test results show PAM reduces cutting forces and improves tool life for machining heat-resistant alloys like Inconel 718 and Haynes 25 by thermally softening the material. However, for titanium alloys, melting can occur even at low plasma intensities due to its low thermal conductivity.
Some thing about piston design using ansysSattar200
The document discusses fatigue analysis of internal combustion engine pistons using finite element analysis. It summarizes four research articles that analyze piston design, stress distribution, heat transfer, and fatigue life when subjected to pressure and temperature loads. The articles analyze pistons made of materials like aluminum alloy, cast iron, and aluminum silicon carbide composite. Finite element analysis software like ANSYS and Adams are used to simulate piston behavior under working conditions and optimize design parameters like thickness, stress levels, and fatigue life. The analyses show that aluminum alloy pistons have better thermal conductivity but lower strength compared to cast iron. Material optimization can further improve piston performance.
Aerospace and aerospace materials are very demanding, not only requires high strength materials, high temperature, corrosion resistance, and requires good shape and good processing performance, but also to take special surface treatment technology to increase its strength and hardness.
Contact info: Karen.yang@bjmkgs.com
Applications for titanium An Expansive — and Expanding — Scope of Uses.pdfLeoZhao25
Titanium and its alloys have proven effective for a wide range of aerospace, industrial, and commercial applications due to its high strength-to-weight ratio and corrosion resistance. Approximately 55% of titanium produced in North America is used in aerospace applications such as aircraft airframes and jet engines. Other major uses include industrial heat exchangers, chemical processing equipment, and offshore oil and gas infrastructure where titanium provides resistance to corrosion in harsh environments. Emerging applications that will help drive future titanium demand include armor, automotive, and metal matrix composites.
Titanium and its alloys have several desirable properties including high strength to weight ratio, corrosion resistance, and biocompatibility. Common titanium alloys contain aluminum and vanadium. Titanium is used widely in aerospace applications due to its high strength and low density, as well as in medical implants and devices where it is compatible with the human body. However, titanium is expensive to produce due to its high reactivity at high temperatures requiring specialized production techniques.
This document is an engineering research project report analyzing TIG welded SP-700 titanium alloy. It was conducted by student Nisarg D. Parekh under the supervision of Timotius Pasang. The project investigated the microstructure and strength of TIG welded joints in SP-700 titanium alloy through microstructure examination, microhardness testing, and tensile testing. Samples were also heat treated at different temperatures and aging processes to study the effect on material properties. The results of the experiments are discussed in the report.
RECENT PROGRESS IN THE DEVELOPMENT OF AEROSPACE MATERIALS.pdfharshangak
This presentation covers the design criteria, different types of alloys, composites used in the aerospace industry over the decades , the problems that need to be overcome especially at the high temperature and stress and description of the future aerospace materials are discussed.
Transient state thermal analysis of a 4 stroke CI engine PistonIRJET Journal
This document summarizes a study that uses ANSYS software to conduct a transient thermal analysis of a 4-stroke diesel engine piston made of four different materials: aluminum alloy, AlSi10Mg, titanium alloy, and gray cast iron. The study simulates the temperature distribution and heat flux within the piston under varying operating conditions for each material. The results show that the aluminum alloy piston has the highest maximum heat flux value, while the titanium alloy piston has the lowest maximum heat flux value. These findings can help engineers select the optimal material for a piston design based on its ability to withstand thermal stresses during engine operation.
IRJET- Static Structural Analysis of Landing Gear for Different Titanium ...IRJET Journal
The document analyzes the static structural performance of three titanium alloys (Ti-6Al-4V, Ti-7Al-4Mo, and TIMETAL 834) used for the outer cylinder of an aircraft landing gear shock absorber modelled in CREO and analyzed in ANSYS. The total deformation, maximum principal stress, and equivalent elastic strain were calculated for each alloy when subjected to a 15kN force. The results showed that TIMETAL 834 experienced the lowest total deformation of 0.233 mm and lowest maximum principal stress of 50.93 MPa, indicating it performed best under the loads analyzed.
IRJET- Design and Analysis of Dry Cylinder Liner with FEAIRJET Journal
This document describes the design and analysis of a dry cylinder liner for a diesel engine using finite element analysis (FEA). It discusses the specifications of a cylinder liner currently used in an Ashok Leyland engine. It then models the liner in Pro/Engineer and analyzes it using ANSYS to study the heat flux, thermal stresses, displacements, temperatures, and thermal gradients. Various surface coatings, such as ceramic, aluminum alloys, and nickel chrome alloy steel, are applied to the model to determine the best coating for withstanding the engine's heat and pressure. After comparing the results, the document suggests the optimal coated dry cylinder liner material for the diesel engine.
Effects of different heat treartment on of ti-6 Al-4 v alloySagar12patil
This document discusses heat treatments of the titanium alloy Ti-6Al-4V. Seven specimens of Ti-6Al-4V were heat treated at different temperatures (1050°C and 950°C) and cooled at different rates. The microstructures and hardness values of the specimens were then analyzed. Heating and cooling rates were found to greatly impact the final microstructure. Specimens cooled at different rates exhibited different proportions of phases and grain sizes, resulting in varying microstructures and hardness values. The microstructures were also correlated to mechanical properties like ductility and hardness.
Modeling and Analysis of Gas Turbine Rotor BladeIRJET Journal
This document describes modeling and structural analysis of a gas turbine rotor blade using CATIA and ANSYS software. Three materials were considered for the blade: titanium alloy Ti6Al4V, structural steel, and titanium alloy Ti-8Al-1Mo-1V. The blade was designed in CATIA using coordinate data and analyzed in ANSYS under different loads and temperatures. Analysis results showed the Ti6Al4V blade experienced the lowest deformation, stress, and thermal strain compared to the other materials, indicating it is the best material choice for withstanding the operating conditions of a gas turbine rotor blade.
Study of Materials used in Gas Turbine engine and swirler in combustion chamberIJARIIE JOURNAL
This document discusses materials used in gas turbine engines, with a focus on the swirler in the combustion chamber. It first introduces the students who authored the paper and provides an abstract that overviews studying materials for gas turbine components to enhance performance, reliability and durability. The main body then discusses materials used for turbine blades and wheels, focusing on titanium and nickel-based alloys that can withstand high temperatures and stresses. It also examines protective coatings and the role of swirlers in reducing emissions.
IRJET- Model and Thermal FE Analysis of Four Stroke Gasoline Engine Piston fo...IRJET Journal
This document summarizes research on modeling and thermal analysis of a four-stroke gasoline engine piston using different materials. A piston model was created in CATIA V5 software and then analyzed in ABAQUS CAE software. Materials analyzed included aluminum alloy AA2618, steel alloy AISI 4340, and titanium alloy Ti-6Al-4V. For the model analysis, titanium alloy had the lowest maximum frequency and displacement. For the thermal analysis, titanium alloy had the lowest maximum heat flux and temperature. The research concludes that titanium alloy is the best material for the piston based on the model and thermal analysis results.
The document discusses materials used in aircraft construction over time. It begins with early aircraft made of wood and steel, then discusses aluminum and aluminum alloys like Duralumin used in the early 20th century. Titanium became important for its strength and light weight, seen in the SR-71 Blackbird. Composites like fiberglass were introduced in the 1950s and their use increased. The Boeing 787 Dreamliner is made of 50% composite materials, 20% aluminum and 15% titanium. Raw materials discussed include aluminum, titanium, steel, copper, fibers and glass. Processing methods for titanium alloys include powder metallurgy, gas atomization and self-propagating high temperature synthesis.
The document discusses Ti6Al4V titanium alloy which is commonly used in additive manufacturing. Some key points:
- Ti6Al4V is the most widely used titanium alloy due to its good machinability and mechanical properties like strength and corrosion resistance.
- It has applications in industries like aerospace, medical, and automotive where high strength to weight ratio is important. In medicine it is used for implants and prosthetics due to its biocompatibility.
- The Arcam EBM system can 3D print parts in Ti6Al4V alloy which has mechanical properties comparable or better than wrought or cast materials of the same alloy. The microstructure is also finer.
The document discusses Ti6Al4V titanium alloy which is commonly used in additive manufacturing. Some key points:
- Ti6Al4V is the most widely used titanium alloy due to its good machinability and mechanical properties like strength and corrosion resistance.
- It has applications in industries like aerospace, medical, and automotive where high strength to weight ratio is important. In medicine it is used for implants and prosthetics due to its biocompatibility.
- Parts made from Ti6Al4V powder using Arcam's EBM process have mechanical properties comparable to wrought materials and better than cast materials. The microstructure is also finer grained than cast materials.
IRJET - Design and Analysis of AL/TIC MMCS for Disc BrakeIRJET Journal
The document discusses the design and analysis of Aluminium-Titanium Carbide (Al-TiC) metal matrix composites (MMCs) for use in disc brakes. Aluminium alloy 6082 was used as the matrix reinforced with 4%, 8%, and 12% Titanium carbide particles via stir casting. Specimens were tested for mechanical properties like hardness, tensile strength, yield strength, and impact strength which increased with higher TiC content. Finite element analysis was used to analyze the structural and thermal properties compared to grey cast iron. Results showed the 12% TiC composite had the best properties and potential to replace conventional grey cast iron in disc brakes.
Titanium and its alloys are discussed. Key points include:
- Titanium is the 9th most abundant element on Earth and was discovered in 1791. It has a high strength to weight ratio.
- There are three main types of titanium alloys - commercially pure, alpha/near-alpha, and alpha-beta alloys. Alpha-beta alloys like Ti-6Al-4V are most widely used in aerospace.
- Properties depend on crystal structure and heat treatment. Quenching produces martensite and increases strength while annealing produces different microstructures with varying properties.
IRJET- Design and Analysis of the Piston using Three MaterialsIRJET Journal
The document discusses the design and analysis of a piston using three different materials - grey cast iron, aluminum alloy, and aluminum-nickel carbide graphite composite. A piston model based on a Bajaj Pulsar 220cc engine was created in Solidworks and imported into ANSYS for structural and thermal analysis. Static structural analysis under 13.65MPa pressure found the aluminum-nickel carbide graphite composite had the lowest maximum stress, total deformation, maximum strain, and maximum shear stress. Thermal analysis from 400°C to 30°C also showed this composite had the highest heat flux. It was concluded this composite material would be the most suitable for pistons out of the three materials analyzed.
This document discusses gas tungsten arc welding (GTAW) of pure titanium. It provides background on titanium alloys and their applications. An experiment is described where pure titanium plates were welded using GTAW. Tensile, flexural, and microhardness tests were performed on the welded samples. The microstructure and SEM images of the base metal and welded regions were also analyzed. The results showed that the tensile and flexural strengths and microhardness values of the GTA welded samples were higher than samples welded without shielding gas. Oxide structures and splashes of molten metal were observed in the microstructure and SEM images of the welded zones.
This specification covers a titanium alloy in the form of bars, wire, forgings, flash welded rings, drawn shapes, and stock for forging or flash welded rings.
Product cost estimation in forging involves determining costs like material, labor, tools, and equipment based on the forging design and process. Key factors in cost estimation include determining the forging volume to select the proper equipment and estimate material losses from flash, scale, and sprues. A computer software has been created to aid in forging cost estimation.
Heat treatment defects &and its remediesNIAJ AHMED
Heat Treatment involves various heating and cooling procedures performed to effect structural changes in a material, which turn affect its mechanical properties
Aerospace and aerospace materials are very demanding, not only requires high strength materials, high temperature, corrosion resistance, and requires good shape and good processing performance, but also to take special surface treatment technology to increase its strength and hardness.
Contact info: Karen.yang@bjmkgs.com
Applications for titanium An Expansive — and Expanding — Scope of Uses.pdfLeoZhao25
Titanium and its alloys have proven effective for a wide range of aerospace, industrial, and commercial applications due to its high strength-to-weight ratio and corrosion resistance. Approximately 55% of titanium produced in North America is used in aerospace applications such as aircraft airframes and jet engines. Other major uses include industrial heat exchangers, chemical processing equipment, and offshore oil and gas infrastructure where titanium provides resistance to corrosion in harsh environments. Emerging applications that will help drive future titanium demand include armor, automotive, and metal matrix composites.
Titanium and its alloys have several desirable properties including high strength to weight ratio, corrosion resistance, and biocompatibility. Common titanium alloys contain aluminum and vanadium. Titanium is used widely in aerospace applications due to its high strength and low density, as well as in medical implants and devices where it is compatible with the human body. However, titanium is expensive to produce due to its high reactivity at high temperatures requiring specialized production techniques.
This document is an engineering research project report analyzing TIG welded SP-700 titanium alloy. It was conducted by student Nisarg D. Parekh under the supervision of Timotius Pasang. The project investigated the microstructure and strength of TIG welded joints in SP-700 titanium alloy through microstructure examination, microhardness testing, and tensile testing. Samples were also heat treated at different temperatures and aging processes to study the effect on material properties. The results of the experiments are discussed in the report.
RECENT PROGRESS IN THE DEVELOPMENT OF AEROSPACE MATERIALS.pdfharshangak
This presentation covers the design criteria, different types of alloys, composites used in the aerospace industry over the decades , the problems that need to be overcome especially at the high temperature and stress and description of the future aerospace materials are discussed.
Transient state thermal analysis of a 4 stroke CI engine PistonIRJET Journal
This document summarizes a study that uses ANSYS software to conduct a transient thermal analysis of a 4-stroke diesel engine piston made of four different materials: aluminum alloy, AlSi10Mg, titanium alloy, and gray cast iron. The study simulates the temperature distribution and heat flux within the piston under varying operating conditions for each material. The results show that the aluminum alloy piston has the highest maximum heat flux value, while the titanium alloy piston has the lowest maximum heat flux value. These findings can help engineers select the optimal material for a piston design based on its ability to withstand thermal stresses during engine operation.
IRJET- Static Structural Analysis of Landing Gear for Different Titanium ...IRJET Journal
The document analyzes the static structural performance of three titanium alloys (Ti-6Al-4V, Ti-7Al-4Mo, and TIMETAL 834) used for the outer cylinder of an aircraft landing gear shock absorber modelled in CREO and analyzed in ANSYS. The total deformation, maximum principal stress, and equivalent elastic strain were calculated for each alloy when subjected to a 15kN force. The results showed that TIMETAL 834 experienced the lowest total deformation of 0.233 mm and lowest maximum principal stress of 50.93 MPa, indicating it performed best under the loads analyzed.
IRJET- Design and Analysis of Dry Cylinder Liner with FEAIRJET Journal
This document describes the design and analysis of a dry cylinder liner for a diesel engine using finite element analysis (FEA). It discusses the specifications of a cylinder liner currently used in an Ashok Leyland engine. It then models the liner in Pro/Engineer and analyzes it using ANSYS to study the heat flux, thermal stresses, displacements, temperatures, and thermal gradients. Various surface coatings, such as ceramic, aluminum alloys, and nickel chrome alloy steel, are applied to the model to determine the best coating for withstanding the engine's heat and pressure. After comparing the results, the document suggests the optimal coated dry cylinder liner material for the diesel engine.
Effects of different heat treartment on of ti-6 Al-4 v alloySagar12patil
This document discusses heat treatments of the titanium alloy Ti-6Al-4V. Seven specimens of Ti-6Al-4V were heat treated at different temperatures (1050°C and 950°C) and cooled at different rates. The microstructures and hardness values of the specimens were then analyzed. Heating and cooling rates were found to greatly impact the final microstructure. Specimens cooled at different rates exhibited different proportions of phases and grain sizes, resulting in varying microstructures and hardness values. The microstructures were also correlated to mechanical properties like ductility and hardness.
Modeling and Analysis of Gas Turbine Rotor BladeIRJET Journal
This document describes modeling and structural analysis of a gas turbine rotor blade using CATIA and ANSYS software. Three materials were considered for the blade: titanium alloy Ti6Al4V, structural steel, and titanium alloy Ti-8Al-1Mo-1V. The blade was designed in CATIA using coordinate data and analyzed in ANSYS under different loads and temperatures. Analysis results showed the Ti6Al4V blade experienced the lowest deformation, stress, and thermal strain compared to the other materials, indicating it is the best material choice for withstanding the operating conditions of a gas turbine rotor blade.
Study of Materials used in Gas Turbine engine and swirler in combustion chamberIJARIIE JOURNAL
This document discusses materials used in gas turbine engines, with a focus on the swirler in the combustion chamber. It first introduces the students who authored the paper and provides an abstract that overviews studying materials for gas turbine components to enhance performance, reliability and durability. The main body then discusses materials used for turbine blades and wheels, focusing on titanium and nickel-based alloys that can withstand high temperatures and stresses. It also examines protective coatings and the role of swirlers in reducing emissions.
IRJET- Model and Thermal FE Analysis of Four Stroke Gasoline Engine Piston fo...IRJET Journal
This document summarizes research on modeling and thermal analysis of a four-stroke gasoline engine piston using different materials. A piston model was created in CATIA V5 software and then analyzed in ABAQUS CAE software. Materials analyzed included aluminum alloy AA2618, steel alloy AISI 4340, and titanium alloy Ti-6Al-4V. For the model analysis, titanium alloy had the lowest maximum frequency and displacement. For the thermal analysis, titanium alloy had the lowest maximum heat flux and temperature. The research concludes that titanium alloy is the best material for the piston based on the model and thermal analysis results.
The document discusses materials used in aircraft construction over time. It begins with early aircraft made of wood and steel, then discusses aluminum and aluminum alloys like Duralumin used in the early 20th century. Titanium became important for its strength and light weight, seen in the SR-71 Blackbird. Composites like fiberglass were introduced in the 1950s and their use increased. The Boeing 787 Dreamliner is made of 50% composite materials, 20% aluminum and 15% titanium. Raw materials discussed include aluminum, titanium, steel, copper, fibers and glass. Processing methods for titanium alloys include powder metallurgy, gas atomization and self-propagating high temperature synthesis.
The document discusses Ti6Al4V titanium alloy which is commonly used in additive manufacturing. Some key points:
- Ti6Al4V is the most widely used titanium alloy due to its good machinability and mechanical properties like strength and corrosion resistance.
- It has applications in industries like aerospace, medical, and automotive where high strength to weight ratio is important. In medicine it is used for implants and prosthetics due to its biocompatibility.
- The Arcam EBM system can 3D print parts in Ti6Al4V alloy which has mechanical properties comparable or better than wrought or cast materials of the same alloy. The microstructure is also finer.
The document discusses Ti6Al4V titanium alloy which is commonly used in additive manufacturing. Some key points:
- Ti6Al4V is the most widely used titanium alloy due to its good machinability and mechanical properties like strength and corrosion resistance.
- It has applications in industries like aerospace, medical, and automotive where high strength to weight ratio is important. In medicine it is used for implants and prosthetics due to its biocompatibility.
- Parts made from Ti6Al4V powder using Arcam's EBM process have mechanical properties comparable to wrought materials and better than cast materials. The microstructure is also finer grained than cast materials.
IRJET - Design and Analysis of AL/TIC MMCS for Disc BrakeIRJET Journal
The document discusses the design and analysis of Aluminium-Titanium Carbide (Al-TiC) metal matrix composites (MMCs) for use in disc brakes. Aluminium alloy 6082 was used as the matrix reinforced with 4%, 8%, and 12% Titanium carbide particles via stir casting. Specimens were tested for mechanical properties like hardness, tensile strength, yield strength, and impact strength which increased with higher TiC content. Finite element analysis was used to analyze the structural and thermal properties compared to grey cast iron. Results showed the 12% TiC composite had the best properties and potential to replace conventional grey cast iron in disc brakes.
Titanium and its alloys are discussed. Key points include:
- Titanium is the 9th most abundant element on Earth and was discovered in 1791. It has a high strength to weight ratio.
- There are three main types of titanium alloys - commercially pure, alpha/near-alpha, and alpha-beta alloys. Alpha-beta alloys like Ti-6Al-4V are most widely used in aerospace.
- Properties depend on crystal structure and heat treatment. Quenching produces martensite and increases strength while annealing produces different microstructures with varying properties.
IRJET- Design and Analysis of the Piston using Three MaterialsIRJET Journal
The document discusses the design and analysis of a piston using three different materials - grey cast iron, aluminum alloy, and aluminum-nickel carbide graphite composite. A piston model based on a Bajaj Pulsar 220cc engine was created in Solidworks and imported into ANSYS for structural and thermal analysis. Static structural analysis under 13.65MPa pressure found the aluminum-nickel carbide graphite composite had the lowest maximum stress, total deformation, maximum strain, and maximum shear stress. Thermal analysis from 400°C to 30°C also showed this composite had the highest heat flux. It was concluded this composite material would be the most suitable for pistons out of the three materials analyzed.
This document discusses gas tungsten arc welding (GTAW) of pure titanium. It provides background on titanium alloys and their applications. An experiment is described where pure titanium plates were welded using GTAW. Tensile, flexural, and microhardness tests were performed on the welded samples. The microstructure and SEM images of the base metal and welded regions were also analyzed. The results showed that the tensile and flexural strengths and microhardness values of the GTA welded samples were higher than samples welded without shielding gas. Oxide structures and splashes of molten metal were observed in the microstructure and SEM images of the welded zones.
This specification covers a titanium alloy in the form of bars, wire, forgings, flash welded rings, drawn shapes, and stock for forging or flash welded rings.
Product cost estimation in forging involves determining costs like material, labor, tools, and equipment based on the forging design and process. Key factors in cost estimation include determining the forging volume to select the proper equipment and estimate material losses from flash, scale, and sprues. A computer software has been created to aid in forging cost estimation.
Heat treatment defects &and its remediesNIAJ AHMED
Heat Treatment involves various heating and cooling procedures performed to effect structural changes in a material, which turn affect its mechanical properties
Rotary forging is a combination of two actions, rotational and an axial compression movement, for precise component forming that can be carried out cold or hot
This seminar discusses using computer-aided differential thermal analysis (CA-DTA) of cooling curves to predict the microstructure of spheroidal graphite (SG) and compacted graphite (CG) cast irons. The equipment used includes a microcomputer, data acquisition system, and thermocouples in sand cups to record cooling curves. Computer programs analyze the curves and their derivatives to identify critical points correlated with microstructural features like nodule count and shape. Latent heat of solidification is also calculated from the curves and increases with carbon equivalent. In conclusion, CA-DTA is shown to be an effective way to predict graphite shape and microstructure from the shape of cooling curves for hypoe
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TIME DIVISION MULTIPLEXING TECHNIQUE FOR COMMUNICATION SYSTEMHODECEDSIET
Time Division Multiplexing (TDM) is a method of transmitting multiple signals over a single communication channel by dividing the signal into many segments, each having a very short duration of time. These time slots are then allocated to different data streams, allowing multiple signals to share the same transmission medium efficiently. TDM is widely used in telecommunications and data communication systems.
### How TDM Works
1. **Time Slots Allocation**: The core principle of TDM is to assign distinct time slots to each signal. During each time slot, the respective signal is transmitted, and then the process repeats cyclically. For example, if there are four signals to be transmitted, the TDM cycle will divide time into four slots, each assigned to one signal.
2. **Synchronization**: Synchronization is crucial in TDM systems to ensure that the signals are correctly aligned with their respective time slots. Both the transmitter and receiver must be synchronized to avoid any overlap or loss of data. This synchronization is typically maintained by a clock signal that ensures time slots are accurately aligned.
3. **Frame Structure**: TDM data is organized into frames, where each frame consists of a set of time slots. Each frame is repeated at regular intervals, ensuring continuous transmission of data streams. The frame structure helps in managing the data streams and maintaining the synchronization between the transmitter and receiver.
4. **Multiplexer and Demultiplexer**: At the transmitting end, a multiplexer combines multiple input signals into a single composite signal by assigning each signal to a specific time slot. At the receiving end, a demultiplexer separates the composite signal back into individual signals based on their respective time slots.
### Types of TDM
1. **Synchronous TDM**: In synchronous TDM, time slots are pre-assigned to each signal, regardless of whether the signal has data to transmit or not. This can lead to inefficiencies if some time slots remain empty due to the absence of data.
2. **Asynchronous TDM (or Statistical TDM)**: Asynchronous TDM addresses the inefficiencies of synchronous TDM by allocating time slots dynamically based on the presence of data. Time slots are assigned only when there is data to transmit, which optimizes the use of the communication channel.
### Applications of TDM
- **Telecommunications**: TDM is extensively used in telecommunication systems, such as in T1 and E1 lines, where multiple telephone calls are transmitted over a single line by assigning each call to a specific time slot.
- **Digital Audio and Video Broadcasting**: TDM is used in broadcasting systems to transmit multiple audio or video streams over a single channel, ensuring efficient use of bandwidth.
- **Computer Networks**: TDM is used in network protocols and systems to manage the transmission of data from multiple sources over a single network medium.
### Advantages of TDM
- **Efficient Use of Bandwidth**: TDM all
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1. CONTENTS
1. Introduction
2. Current Status of Titanium Applications for Aircraft
2.1 Titanium for airframes
2.2 Titanium for engines
2.3 Properties required for titanium material in aircraft
2.4 Examples of titanium material for aircraft
3. Major titanium materials used in airframes and engines are introduced hereunder
4. Examples of Application of Titanium in Aircraft
5. Expansion of Titanium Applications for Aircraft
5.1 Acquisition and maintenance of accreditation
5.2 Quality monitoring control
6. Conclusion
2. • APPLICATION AND FEATURES OF TITANIUM FOR THE AEROSPACE INDUSTRY
• Abstract
In the field of aerospace, titanium has been applied for many years. Commercially
pure titanium and titanium alloy as represented by Ti-6Al-4V are mainly used for the airframe
and the engine parts respectively. The demand expansion of titanium has been expected due
to realize low fuel consumption of aircraft. On the other hand, various qualifications and high
quality management are required in order to entry in the aerospace industry. This paper
describes the application situation of present state, titanium materials for the aerospace
applications and our efforts in regard to the issues for expanding the use of titanium in this
field.
3. 1. Introduction
Commercially pure titanium and titanium alloys for industrial use (hereinafter referred to as
“titanium”) are widely used for aircraft as a material having light weight (density being 60% that of
steel), high strength, and excellent corrosion resistance. Recently, the application ratio of CFRP (Carbon
Fiber Reinforced Plastic) to airframes and engine parts has been growing to improve aircraft fuel
consumption. Similarly, demand for titanium is also growing as it has excellent compatibility with CFRP
with respect to corrosiveness and coefficient of thermal expansion issues. The amount of titanium
used in the low fuel consumption aircraft A350XWB manufactured by Airbus S.A.S., where a large
amount of CFRP is used, has grown to more than twice the amount used in conventional aircraft.1)
Furthermore, at the 28th ITA (International Titanium Association) General Meeting held in October,
2012, it was reported that demand for aircraft in the future will remain stable. Indeed, an increase
titanium demand is foreseen, as shown in Figs. 1 and 2.2)
Nippon Steel & Sumitomo Metal Corporation acquired qualifications in 1985 from Rolls-Royce and
domestic heavy industry manufacturers, and started commercial production of titanium alloys for
aircraft engines. Furthermore, the company concluded a long term agreement with Airbus in 2002,
and has been consistently supplying pure titanium for their airframes. Entry into the aircraft industry
and expansion of applications cannot be successfully accomplished without high quality control, the
acquisition of various accreditations, and precise operation control. This report describes the current
status of titanium applications in aircraft and approaches to resolve associated issues.
4.
5. • 2. Current Status of Titanium Applications for Aircraft
• 2.1 Titanium for airframes
• Starting with fabric and wooden materials, airframe materials have evolved into the
current CFRP by way of aluminum alloys. Additionally, steel-based materials were used for
portions where high strength was required (frames and joints), and have now been replaced
by titanium alloys to save weight. Designing joints in an airframe where heterogeneous
materials are used must take into consideration the prevention of potential difference
corrosion (galvanic corrosion), and the elimination of strain caused by a difference in
coefficients of thermal expansion. In recent years, as CFRP has come to the forefront, titanium
alloys with physical characteristics similar to those of CFRP have become more commonly
used.
6. • 2.2 Titanium for engines
• Turbo fan engines are widely employed by commercial aircraft to improve combustion
efficiency, and thereby improve fuel consumption. Fuel combustion in the rear section of
the engine runs the gas turbine and fan blades in the fore section. Propulsion thrust is
generated by the reaction force of the rearward flow of air taken in from the front by the
blades, and the rearward discharge of combustion gases. Turbo fan engines of this type
consist of four sections. They are, in order from the front: the fan, compressor, combustion
chamber, and turbine. A titanium alloy is mainly used for the fan and the compressor in the
fore half section, where the temperature is relatively low (600˚C or lower). For the turbine
and the combustion chamber in the rear half section where temperatures are higher, a
nickel based alloy or iron-based alloy is used.
7. • 2.3 Properties required for titanium material in aircraft
• Airframe maintenance costs can be effectively reduced through the use of materials excellent in
fatigue strength, crack propagation resistance, fracture toughness, and corrosion resistance.
Furthermore, titanium alloys are widely used due to their aforementioned compatibility with CFRP.
Examples of applications of titanium alloys for airframes with respect to location and material are
shown in Table 1. In that table, numerical figures shown in “Material” denote the general content of
major elements. For example, Ti-6Al-4V represents an alloy containing aluminum (Al) of 6wt% and
Vanadium (V) of 4wt%. For aircraft engines, titanium alloys stronger than pure titanium are used for
their light weight, high strength (high specific strength) and heat resistance properties. Aluminum
alloys with high specific strength are rarely used in aircraft engines because their strength drops
sharply at temperatures of about 200˚C and above. Although the specific strength of titanium alloys
deteriorates as the temperature rises, their specific strength is superior to that of Ni-based alloy in
the temperature range between 500 - 600˚C. Since the temperature around fan blades is relatively
low, Ti6Al-4V alloy having a higher specific strength and excellent fatigue strength is commonly used.
For engines of medium and small size aircraft, forged solid fan blades are employed, while on the
other hand, for large engines with larger fan blades, hollow fan blades devised for saving weight are
employed. The fan disc fixes fan blades together and is considered to be the most important safety
related part. For this reason, materials having a high strength and high toughness are required, and
therefore, titanium alloys such as Ti6Al-4V and Ti-17 (Ti-5Al-2Sn-2Zr-4Cr-4Mo) are used.
8. • Temperatures in high-pressure compressors become higher than in low-pressure
compressors, and a high strength material with high heat resistance is therefore required.
As for compressor blades, Ti6Al-4V alloy is used for low-pressure compressors, while Ti-
8Al1Mo-1V and Ti-6Al-2Sn-4Zr-6Mo, which have excellent strength and fatigue
characteristics and toughness at high temperatures, are used for high-pressure
compressors. For compressor discs, excellent low-cycle fatigue and creep characteristics
are required, in addition to high strength and toughness at high temperatures; therefore,
Ti6Al-2Sn-4Zr-2Mo-0.1Si and Ti-6Al-2Sn-4Zr-6Mo titanium alloys, which offer excellent
heat resistance, are used.
9. • 2.4 Examples of titanium material for aircraft
• Major titanium materials used in airframes and engines are introduced hereunde
• (1) Commercially pure titanium
• There are four grades of commercially pure titanium, categorized by strength, so the most appropriate material
can be selected according to the required strength and workability. They are used for non-structural applications,
such as water supply systems for galleys and sanitary,
• (2) Ti-6Al-4V alloy
• Ti-6Al-4V alloy is designed for a good balance of characteristics, including: strength, ductility, fracture toughness,
high temperature strength, creep characteristics, weld ability, workability, and thermal process ability (higher
strength is easily obtained by heat treatment). This alloy is therefore used for many airframe and engine parts.
Furthermore, there are many actual applications of this alloy in aircraft where high reliability is required, and
further, the availability of abundant data promotes its application. In airframes, it is used for general structural
material, bolts, seat rails and the like. In engines, due to the relatively low allowable temperature of about 300˚C
the alloy is used for fan blades, fan case and the like in the intake section where temperatures are relatively low.
Major relevant standards are JIS H 4600 (TAP 6400H) and ASTM G5. The yield strength of annealed material is 825
MPa or higher, tensile strength is 895 MPa or higher, and elongation is 10% or higher at room temperature.
10.
11. • (3) Ti-6Al-2Sn-4Zr-2Mo alloy
• Ti-6Al-2Sn-4Zr-2Mo alloy is a heat resistant alloy developed in the latter half of 1960s. Its
heat resistant temperature is approximately 450˚C. In the latter half of the 1970s, Ti-6Al-
2Sn-4Zr-2Mo0.1Si was developed to improve oxidation resistance and creep property with
the addition of Si of 0.06~0.2wt%, and the heat resistant temperature was improved to
approximately 500˚C. Therefore, this alloy is commonly used for compressor discs where
500˚C is the upper service temperature limit. In order to obtain a good balance between
fatigue property and creep property, Ti-6Al-2Sn-4Zr2Mo-0.1Si alloy is, in many cases,
processed to a Bi-Modal structure with the area ratio of equaled α grain being controlled to
within 10 - 25%.4) The major relevant standards are AMS 4919, 4975, and 4976. The yield
strength of annealed material of the alloy is 860 MPa or higher, tensile strength is 930 MPa
or higher, and elongation is 10% or higher at room temperature.3) As the alloy has less β
phase than Ti-6Al-4V alloy, ageing treatment is not effective. Therefore, the alloy is normally
used after solution heat treatment (at a temperature at least 35˚C below the β
transformation temperature), followed by stabilizing annealing (for about 8 hours at 590˚C).
12. • (4) Ti-8Al-1Mo-1V alloy
• Ti-8Al-1Mo-1V alloy was developed in the 1960s. Its heat resistant temperature is
approximately 400˚C. Since its heat resistant temperature is higher than that of Ti-6Al-4V alloy,
it is used for compressor blades and the like, rather than fan blades. The major relevant
standards are AMS 4915, 4916, 4972, and 4973. The yield strength of the annealed material is
930 MPa or higher, tensile strength is 1,000 MPa or higher, and elongation is 10% or higher at
room temperature.3) Similar to Ti-6Al-2Sn-4Zr-2Mo-0.1Si, this alloy has less β phase and is
therefore used after solution heat treatment and stabilizing annealing.
• (5) Ti-5Al-2Sn-2Zr-4Cr-4Mo (Ti-17) alloy
• Ti-5Al-2Sn-2Zr-4Cr-4Mo alloy (occasionally referred to as “Ti17” alloy) was developed in the
USA in the 1970s as an alloy having high strength and excellent fracture toughness. Its heat
resistant temperature is approximately 350˚C. In commercial aircraft engines, the fan and
shaft are built as one piece to reduce engine weight. The yield strength and tensile strength at
room temperature are about 1,150 MPa and about 1,250 MPa respectively, higher than those
of Ti-6Al-4V alloy by about 200 MPa. The alloy also exhibits excellent crack propagation
characteristics, and is appropriate for damage tolerance design. The major relevant stand ard
is AMS 4955. The yield strength of the STA (Solution Treatment and Aging) material is 1,055 -
1,193 MPa, tensile strength is 1,124 - 1,265 MPa, and elongation is 5% or higher at room
temperature.3)
13. • (6) Ti-6Al-2Sn-4Zr-6Mo alloy
• Ti-6Al-2Sn-4Zr-6Mo is a titanium alloy developed around 1966. Its heat resistant
temperature is about 450˚C. This alloy has high strength and excellent creep characteristics.
The major relevant standard is AMS 4981. The yield strength of the STA material is 1,105
MPa or higher, tensile strength is 1,170 MPa or higher, and elongation is 10% or higher at
room temperature.3
• (7) Ti-15V-3Cr-3Sn-3Al alloy
• Ti-15V-3Cr-3Sn-3Al alloy was developed around 1980. This solution heat-treated material
has excellent cold workability and, in the form of a thin sheet, a strength higher than that of
pure titanium JIS H 4600 (TP550H) can be obtained. For airframes, welded pipes and ducts
made by welding thin sheets are used. The major relevant standard is AMS 4914. Yield
strength of the solution heat-treated material is 690 - 835 MPa, tensile strength is 745 - 945
MPa, elongation is 12% or higher, the yield strength of STA material is 965 - 1,170 MPa,
tensile strength is 1,000 MPa or higher, and elongation is 7% or higher)
14. • (8) Ti-10V-2Fe-3Al alloy
• Ti-10V-2Fe-3Al alloy has excellent hardenability, high strength, and high fatigue strength. It
is mainly used for landing gear (part of the main landing gear for take-off and landing).
Major relevant standards are AMS 4983, 4984, 4986, and 4987. The yield strength of the STA
material is 1,105 MPa or higher, tensile strength is 1,240 MPa or higher, and elongation is
4% or higher at room temperature.3)
15. • 3. Examples of Application of Titanium in Aircraft
• 3.1 Titanium for airframes
• The two biggest aircraft manufacturers in the world are the Boeing Company in the USA
and Airbus S.A.S. in Europe. Although Boeing is better known in Japan, Airbus is also
obtaining an increasing presence there, with delivery of its aircraft reaching 100 in March,
2013. Figure 3 gives the names of Japanese companies that have joined the development of
the A380 (full double-deck type with a seating capacity of 525 in a standard cabin
configuration), the biggest aircraft manufactured by Airbus. Twenty-one Japanese
companies including Nippon Steel & Sumitomo Metal are listed. This demonstrates a strong
bond between Airbus and the Japanese aerospace industry. Affiliation between Nippon
Steel & Sumitomo Metal and Airbus dates back to 1997, when Airbus was merely a
consortium of companies in Germany, France, the UK and Spain. Nippon Steel & Sumitomo
Metal originally delivered pure titanium sheets to Daimler Chrysler AG in Germany and to
the Aerospace Corporation. Later in 2001, Airbus became an integrated enterprise, and
since 2002 Nippon Steel & Sumitomo Metal has continued to deliver pure titanium sheets.
Pure titanium sheets delivered to Airbus are produced based on standards specified by the
company, and stable quality and delivery control are crucial. In order to achieve this,
acquisition of the Aerospace Quality Management System (JIS Q 9100) and the international
special process accreditation program (Nadcap: National Aerospace and Defense
Contractors Accreditation Program) were required. Occasionally, specific control is required
by Airbus.
16. • Titanium application purposes for aircraft are shown in Table 2. Outside temperatures
during flight can be − 60˚C or lower; however, titanium is resistant to embrittlement at low
temperatures. Furthermore, there is no concern about corrosion even when dew condenses
after a drop in temperature. Moreover, since its low thermal expansion is close to that of
CFRP, titanium proves to be a material appropriate for aircraft. Commercially pure titanium
is equipped with all of the characteristics ① to ⑤ listed in Table 2, and is therefore used
for various airframe parts. Examples of such applications are the nacelle at the entry of an
engine, parts of the pylon for hanging engines, and hot air piping (bleed air tubes) that
prevents freezing. These parts require reliable performance, irrespective of the size of the
airframe and design, and Nippon Steel & Sumitomo Metal has long devoted itself to quality
stabilization, and has as a result received high appreciation from customers
17. • 3.2 Titanium for aircraft engines
• examples of titanium alloy applications for the V2500 engine employed by Airbus A320. The
V2500 engine is manufactured by International Aero Engines, an international joint venture
that includes Japanese enterprises. Nippon Steel & Sumitomo Metal has a dependable
record delivering titanium alloys to the company over more than 25 years. Materials
produced are mainly bars for the forging of fan case, low-pressure compressor blades, low-
pressure compressor stator vanes, and the like. Ti-6Al4V and Ti-6Al-2Sn-4Zr-2Mo-0.1Si alloys
are most commonly used, and effective production technologies of such materials have been
put into practice, providing high quality in a wide range of sizes, from 30mm diameter small
bars to billets exceeding 300mm. Since foreign substances can be introduced into the
material during the ingot manufacturing process, which can then be the origin of the fatigue
fracture during opera At Nippon Steel & Sumitomo Metal, contamination prevention is
achieved with thorough equipment cleaning control, for which the company has obtained
high praise from customers. Furthermore, Nippon Steel & Sumitomo Metal acquired
certification under the international tions,5) contamination prevention for aircraft engines is
crucial. special process accreditation program (Nadcap), as well as the qualifications of
General Electric, Rolls-Royce and domestic heavy industry manufacturers in the fields of
nondestructive testing, such as ultrasonic testing, and material testing (conducted by Nippon
Steel & Sumikin Technology Co., Ltd.), thereby meeting their demand for high quality.
18. On the other hand, while ensuring quality in the titanium ingot forging process, it is also
important to determine a forging schedule for the most efficient operation.6) Finite Element
Method analysis is applied as a tool for studying optimization of the forging ratio, the amount
of forging reduction, the amount of feeding in forging, forging speed, and the like.
Technologies for quicker and more accurate analysis have been established by applying a
deformation resistance model obtained through high temperature compression testing of
materials actually applied to titanium forgings. Figure 5 shows an example of forging analysis.
Quality stabilization and cost reduction can be promoted by selecting the forging schedule
that produces optimum surface strain and center strain.
19. • 4. Expansion of Titanium Applications for Aircraft
Generally, although improvement in competitiveness with respect to cost, time span (from
receipt of order to delivery), and quality is important, especially in the case of expansion of
application to aircraft, the acquisition of various accreditations and the maintenance and
improvement of quality become necessary. The approach to acquiring various accreditations,
and maintenance and improvement of quality through quality monitoring control, are
described below.
20. • 4.1 Acquisition and maintenance of accreditation
Titanium materials for aircraft require consistently stable quality and delivery performance,
as well as certifications from the Aerospace Quality Management System (JIS Q 9100) and the
international special process accreditation program (Nadcap).
The Aerospace Quality Management System (JIS Q 9100) is a standard equivalent to the
international quality management system for the aerospace industry (IAQG 9100 Standard). It
was developed by the IAQG (International Aerospace Quality Group), which was established
in 1998 by world major aerospace enterprises aiming to improve quality and cost. The system
is standardized as AS 9100 in the USA and as EN 9100 in Europe. Since JIS Q 9100 is
recognized as compatible with those standards, once a Japanese enterprise acquires JIS Q
9100 certification it is registered on the IAQG-OASIS database (Online Aerospace Supplier
Information System), and accepted by American and European customers as a certified
enterprise.7)
JIS Q 9100’s development has been based on the current prevailing quality management
system (JIS Q 9001), and embodies additional requirements specific to the aerospace
industry, such as Measurement and improvement of product quality and on-time delivery
performance, and Requirement of consideration of First Article Inspection (FAI) as a means of
verifying production processes. Since it is a standard for quality management systems, any
company intending to enter the aerospace industry must first acquire certification indicating
it meets the standard. After certification acquisition, audits are conducted once every year
and renewal audits are carried out once every three years.
21. On the other hand, the international special process accreditation program (Nadcap) is an
accreditation system operated by the Performance Review Institute (PRI), an American NPO.
World prime contractors for airframes, engines and onboard equipment for such enterprises
as Airbus, Boeing, Rolls-Royce and GE participate in the PRI system. As opposed to the IAQG
9100 standardized system for global application, where a public third party acts as the
accreditation organization, prime contractors in the aerospace industry participated in the
formation of an accreditation organization (the PRI), and various requirements for prime
contractors are being harmonized effectively within the organization. Consequently, Nadcap
has become an industry-managed system aiming to reduce redundant audits that prime
contractors were conducting individually. It also focuses on reducing the number of similar
audits conducted by prime contractors for suppliers who supply products of an identical
standard to multiple prime contractors.
Currently, PRI is active in the USA, Europe, Japan and China, among other countries.
Although application for Nadcap accreditation is to be made online to PRI headquarters in
the USA, auditors are also regionally assigned and dispatched from countries other than the
USA. Auditors are all experts, highly knowledgeable in the field of auditing relevant issues.
Auditing at a very high level is conducted irrespective of the nationalities of the auditors.8)
There are a number of hurdles standing in the way of Nadcap certification. Firstly, all forms
to be submitted and relevant in-company operating procedures and manuals must be
prepared in English. Often this requires a great amount of translation into English, especially
at the first stage.
22. Furthermore, auditing normally takes several days, because auditors personally conduct on-
the-site inspections at multiple operations, and, because auditing is carried out in English,
preparatory work is also required. Ato be answered to other auditors stationed in the USA,
the background of these issues also has to be explained. Accordingly, the content to be
described in papers becomes important, and answers in correct English are prioritized. In this
way, Nippon Steel & Sumitomo Metal has acquired Nadcap-HT (Heat treatment) certification
at its Naoetsu Works and at a facility in Hikari Works operated by Nippon Steel & Sumikin
Stainless Steel Corporation, as well as Nadcap certifications for NDT (nondestructive testing)
at Osaka Steel Works, and for material testing at Nippon Steel & Sumikin Technology. lso,
since any issues that are identified have .
23. • 4.2 Quality monitoring control
• In the Aerospace Quality Management System (JIS Q 9100), “measuring, analyzing and
improving” are specified. In order to verify quality management system adaptability to
product requirements, it is specified that “determination of applicable methods, including
statistical methods. and the extent of their applications must be stated.” In applications for
aircraft, effective application of these requirements needs to be addressed. At Nippon
Steel & Sumitomo Metal, key characteristics9) were selected, and process capability is
being measured. Key characteristics, chemical compositions, mechanical properties and
other key control items in the respective production stages were selected where quality is
monitored through statistical control on a daily basis. As for trend control, quality
transition is watched in addition to process capability monitoring, and preventive
improvement steps are developed
• At Nippon Steel & Sumitomo Metal, as a part of quality monitoring control, statistical
control is being proactively employed. Furthermore, the company has recently established
its own quality monitoring system. Material testing data, forging data and actual
production data for material yield, etc. are compiled in a database. The system is designed
to provide quality trends in a visualized form, and to enable easy study of interrelations
among such characters. The system is being utilized for quality improvement and cost
reduction. A forging logging system capable of acquiring forging data in real time was also
introduced, and the system is being used for feed-back and operator training.
24. • 5. Conclusion
• Demand for titanium for airframes and engines is increasing, accompanied by
improvements in aircraft fuel consumption. Various titanium materials are used for
aircraft, each material selected according to use. Commercially pure titanium is used for
airframes where formability is considered important; for engines where heat resistance
and strength are considered important, titanium alloys are used.
• Nippon Steel & Sumitomo Metal has acquired qualifications from Airbus in France, Rolls-
Royce in the UK, and domestic heavy industry manufacturers, and has continued to
produce titanium for airframes and engines over many years. When the company acquired
certifications for the Aerospace Quality Management System (JIS Q 9100) and
international special process accreditation program (Nadcap), the company made various
quality improvements and has obtained the praise of customers.
• In the future, in order to further expand the application of titanium to aircraft, Nippon
Steel & Sumitomo Metal is determined to acquire further accreditations covering a wider
range of processes, and to enhance its level of quality control.
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