AEROSPACE HEAT TREAT NEWS

Nadcap Audit Accreditation Firsthand: Learning from the Process

Heat Treat Today’s regular contributor Jason Schulze of Conrad Kacsik (“Jason Schulze on AMS2750E” series) interviewed Shaun Kim from Byington Heat Treating, located in Santa Clara, California, about the company’s experience preparing for and working through the Nadcap accreditation process. Shaun is the quality director at Byington Heat Treating.


The Byington Steel Treating Inc team

As a quality director at a commercial heat treat facility, I’ve been presented with some challenging situations. I take each challenge and examine it in any way I can, or at least, in any way that I know how. I like to think I’m a detail-oriented, evidence-based thinker with the ability to, at the very least, recognize gaps even if I’m not sure how to fill them. In short, the challenges drive me to learn more, and in the end, that is what I’m after. That is what I got out of the Nadcap process: a learning experience that has since prepared me for the next round.

My name is Shaun Kim. I’m the Director of Quality at Byington Steel Treating located in the California Bay Area. In fact, we are now the only Nadcap-approved commercial heat treat facility in the area. Byington Steel Treating has been around since 1952, heat-treating materials from carbon steels to aluminum allows to superalloys. Our capabilities have grown through the years and include hardness and conductivity testing. As we heat treat to AMS2759 (and family), AMS2770, and AMS2771, as well as material specifications, Nadcap accreditation was inevitable.

Sean Byington, CEO, Byington Heat Treating

The vision of Nadcap accreditation in heat treat was initiated and fully supported by our CEO Sean Byington. I know that, for many in the field, management may not supply the full resources needed to achieve Nadcap approval, but for me, that was not the case. Our CEO offered all the necessary resources to achieve accreditation. My challenge, once I first gained access to the eAudit.net website, was the new requirements within the checklist. As I stated, I’m detail-oriented, so I examined the checklists closely and, in the process, realized that in order to achieve Nadcap accreditation, simply conforming to an AMS specification wouldn’t be enough.

My biggest challenge was pyrometry. At the time I didn’t understand AMS2750E very well, so I intently read the specification until it started to make sense. I must have read that specification 10-plus times. Our initial Nadcap audit did not go well. It wasn’t that we were not doing what was required; it was that we did not have those requirements documented. We ended up going through the risk-mitigation process, otherwise, we would have had to wait two years to re-apply for Nadcap heat treat accreditation—something our team and CEO was not willing to do. If I had to point out some things I would have done differently pre-risk mitigation, I would have a) given myself more time to prepare, b) hired an industry expert to perform a gap-analysis using the AC7102 checklists, and c) hired an industry expert to facilitate the audit.

Slide from the Nadcap training Jason Schulze provides on behalf of Conrad Kacsik

Back to the risk mitigation process. The Nadcap risk mitigation process essentially consists of addressing all findings received from the eAudit.net system. PRI Staff Engineers will review root cause and corrective actions as they normally would during a reaccreditation audit. Prior to the risk mitigation process, we engaged an industry expert to help us review the findings to ensure that what we were capturing would improve our process and get the findings closed. Even though the risk mitigation process, we learned a lot about the response expectations and just how far we had to dive into our process to find the root cause and take corrective action. In the end, I must admit, I wouldn’t have changed anything. Going through the pains of risk mitigation prepared our company for the stringent requirements that come when processing aerospace parts to the requirements of Nadcap.  Nadcap is a serious thing, and we wanted to learn as much as we could even if it meant putting a lot of time and effort into risk mitigation, which we did.

Internal audits gas analysis results can provide a learning opportunity.

Post-risk-mitigation, my experience was completely different and so was our approach. We retained our consultant who walked us through a gap analysis and supplied us with a close-out letter, laying out each gap for each checklist and how to close the gap. Once we had this information, and with an open line of communication to our consultant, we modified our procedures/forms and re-trained our staff in line with changes and requirements. At that point, my understanding of the Nadcap requirements, as well as AMS2750E, had improved greatly, which helped us through the process.

The time came for us to have our initial Nadcap heat treat audit. This process was tough. We had worked hard to close all the gaps we could think of. The auditor did not necessarily contribute to the tough process; it was more about the under-the-gun feeling. We had worked hard and invested the time and money to ensure a successful audit, and we were eager to experience the reward. Of course, there were several times we did not see eye-to-eye with the auditor, but in the end, we had a very successful audit. We passed with room to spare.

Interior of a vacuum furnace

In the end, I learned a lot through the process of Nadcap accreditation in heat treat. I’m a strong believer that you will never learn anything unless you make mistakes along the way and identify why it happened. There is no way for us to learn unless someone points it out or an event forces us to recognize the gap and we then address it.

Almost immediately, we began receiving RFQs which required Nadcap accreditation in heat treat. We have been processing quite a bit of work which requires Nadcap approval and aim to get more. If I could share any advice it would be the following:

  1. Start from the beginning. Get the checklist and fill it out honestly—be honest with yourself about your capabilities.
  2. It will not help you to ignore the gaps. Identify the gaps and start with those areas for improvement.
  3. I recommend getting a consultant familiar with the Nadcap process of audits. The more you learn, the better off you will be.

If you would like to contact me for questions regarding my experience in our Nadcap heat treat accreditation process, please feel free to email me at skim@byingtonsteel.com. I look forward to sharing my experience and learning from yours.


Jason Schulze, Aerospace Heat Treating
Jason Schulze of Conrad Kacsik, regular contributor to Heat Treat Today (“Jason Schulze on AMS2750E” series)

Written by Jason Schulze from questions presented by Jason Schulze using responses submitted by Shaun Kim from Byington Heat Treating.

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Independent Testing Confirms Advanced Coating Improves Fatigue Life; Airbus Signs On

An HTT consultant on Hardide A coating technology . . .

“The technology behind using advanced tungsten carbide coatings for metal parts, as described in this article, looks very promising, and in my estimation bears further investigation. The stereotypical misgiving with coatings, irrespective of the method of deposition [i.e. PVD, CVD] is that although they improve wear and corrosion resistance, they result in marginally decreased fatigue life. This technology would appear to answer the fatigue life portion of this question; however, this article really does not speak to the corrosion/wear resistance properties of the process.” ~ Michael Mouilleseaux, General Manager, Erie Steel Ltd.


Air Europa Airbus A330-202

A UK-based provider of advanced tungsten carbide coatings for metal parts recently announced that its tungsten carbide/tungsten metal matrix composite coating has been selected as the replacement for hard chrome plating (HCP) on Airbus A330 compression flap pads.

Following this announcement, Hardide Coatings, which also has a facility in Martinsville, Virginia, for processing parts for customers in North America, received word from an independent testing source that Hardide-A tungsten carbide/tungsten metal matrix composite coating improves the fatigue life of metal components by 4.5% when compared to uncoated substrates. The tests were conducted by Westmoreland Mechanical Testing and Research Ltd (WMTR), a leading aerospace qualified testing laboratory in the UK and USA, concluding also that Hardide-A eliminates the need for costly secondary shot peening, making the coating a significant advancement in materials optimization for the aerospace and other industries where fatigue debit of surface-coated metals is a problem.

WMTR used the rotating bend fatigue test method complying with BS ISO 1143:2010. This test is considered to be the most sensitive to the effects of surface treatment on fatigue properties. Samples of S99 steel were coated with Hardide-A to a thickness of 63-70 microns and hardness of ~950 Vickers, which are mid-value thickness and hardness properties for this coating type. The test was discontinued after 15 million cycles.

Traditionally, the fatigue debit after hard coatings such as hard chrome plating (HCP) and HVOF coatings have been applied can be as much as 60% and only following shot peening of the coated surface can this be reduced to around a 20% debit. The Hardide-A coating recorded a fatigue life increase of +4.5% after coating without any need for shot peening. The Wöhler S-N curve for the coated samples is clearly positioned above the uncoated control samples’ curve by ~40 MPa throughout the whole range of the N cycles to failure.

Dr. Yuri Zhuk, technical director at Hardide Coatings

Fatigue debit of surface-coated metals has been a long-standing problem for the aerospace industry; Hardide-A was developed specifically to meet the needs of the sector. This environmentally compliant and technically superior replacement for HCP and HVOF coatings provides enhanced protection against corrosion and chemically aggressive media, wear, galling, fretting, and fatigue.

“Metal fatigue is an enduring problem in aerospace as well as for the steam and industrial gas turbines industries, and we recognized the value in commissioning independent testing to verify the fatigue advantages of Hardide-A,” said Dr. Yuri Zhuk, technical director at Hardide Coatings. “The positive 4.5% improvement to fatigue life provides the detailed analysis and assurance that our solution is an improved alternative to traditional HCP and HVOF coatings. Unlike these other coatings, Hardide-A has no through micro-porosity, so creating an excellent barrier against corrosion as well as improving fatigue performance.”

 

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Airplanes Don’t Fly Without Heat Treating

Bob Hill

Heat treating is the unsung hero of the commercial and military aviation industries. Much like the support staff behind any good play or movie, or the mom behind the Olympic athlete, heat treating of critical aerospace parts is relegated to the background, to the fine print of the credits—if at all. But if it were not for heat treating, planes would not fly, ships would not sail, submarines would not dive, and cars would not drive. Bob Hill’s article, which first appeared in the 2014 edition of the SME Aerospace and Defense Yearbook, and then in Heat Treat Today’s March 2019 Aerospace print edition, introduces you to the technical world of vacuum heat treating and why vacuum thermal processing is vital to the aerospace and defense industries.


First, let’s nail down what we mean by “heat treating.” In simple terms, heat treating is cooking metal much like you would cook food – with a predetermined recipe and desired outcome in mind. Metal is placed into an oven, or more accurately a furnace (ovens typically operate at temperatures less than 1,000°F), and precisely held at a specified temperature for a pre-determined period. The metal is then cooled either slowly or quickly depending on what properties are desired. Thermal processing can make the metal harder, softer, stronger, more flexible, more rigid, more wear-resistant, chemically altered, or a host of other desirable metallurgical properties.

In aerospace and defense, the majority of metals must be heat treated in a special type of furnace that is void of air. These furnaces are called vacuum furnaces. Vacuum furnaces keep detrimental elements such as water molecules and oxygen from coming into contact with the metal. A vacuum furnace does this by sealing the critical metal components inside an airtight vessel, pumping out all the air from within the vessel to a deep vacuum level, and then performing the heat treatment recipe before returning the load to room temperature and breaking the vacuum. Many titanium, stainless steel, and nickel alloys are extremely reactive at elevated temperatures and will become contaminated if exposed to any air or water molecules. Vacuum furnaces help eliminate these detrimental metallurgical reactions.

Secondly, let’s look at which flight-critical airplane parts are vacuum heat treated. Critical parts are found in jet engines where turbines, stators, vanes and other engine parts are exposed to extremely high operating temperatures for sustained periods of time. Most of these parts are made of titanium and nickel alloys, and they require vacuum heat treating in order to give them the strength and wear resistance necessary to be reliably installed in jet engines. GE, Pratt & Whitney, and Rolls Royce are among the leading supplier of jet engines, and the heat treatment of these parts is critical and carefully controlled.

Today’s commercial aerospace engineers are making greater use of composite technology in airframes and primary structures. This approach offers a weight savings on average of 20% when compared to conventional aluminum designs. Carbon fiber reinforced plastic, or composites, are inferior when handling compressive loads but are excellent with tensional loads. When aerospace engineers needed another material to support the major structural and flight-critical components within the new aircraft and searched for the optimum material to address strength, weight, and resistance to galvanic corrosion, it was quickly decided that aluminum was a poor choice. Titanium, however, can withstand comparable loads better than aluminum, has minimal fatigue concerns, and is highly resistant to corrosion. Since titanium is stronger than aluminum and their weights are equivalent, less titanium by weight than aluminum can be used to achieve the same part strength. Since weight reduction drives down fuel consumption, titanium in both military and commercial aerospace is king!

Titanium

Because titanium plays such a critical role in today’s aerospace arena, let’s take a more thorough look at why titanium needs to be heat treated, and more specifically, why it needs to be vacuum heat treated. Titanium is both chemically and thermodynamically very reactive. At elevated temperatures, titanium will absorb hydrogen if present. Hydrogen, unfortunately, once diffused into titanium causes the metal to become brittle and reduces the appealing properties of titanium. When titanium is pickled or heated in an air furnace (not in a vacuum furnace), hydrogen will impregnate the titanium. The process of removing this hydrogen from titanium is called vacuum degassing. Currently, most aerospace material specifications require that all titanium have no more than 30 parts per million (ppm) of hydrogen.

Because titanium is a relatively expensive metal, more people are looking at recycling. In the titanium scrap world, there are times when infusing hydrogen into titanium is beneficial. For example, when a titanium reclaimer wants to pulverize titanium into a powder for further processing, it is much easier to do when the metal is brittle. Super-saturating hydrogen into titanium – hydriding – can only be done inside a vacuum furnace and is always followed by a dihydride once the titanium is in final powder form.

Vacuum Heat Treating—In-House or Outsource

The expertise necessary to operate a vacuum heat treating furnace is notable. Vacuum technology has immensely improved over the years and operating a vacuum furnace today is truly a science. Some manufacturers buy and operate their own vacuum furnaces. These furnaces typically run the same product day in and day out. Maintaining and troubleshooting vacuum furnaces can be a very time-consuming distraction. The true hidden costs of running and maintaining a vacuum furnace are not very well known.

That is why some companies choose to outsource their heat treating to commercial heat treaters who vacuum heat treat 24/7/365. These heat treat companies relieve their customers of the headaches of owning and operating a vacuum furnace. They benefit by allowing the vacuum heat treat experts to take care of compliance to stringent specifications that are necessary within any manufacturing scope of work.

Current Market Conditions

The aerospace industry, especially commercial aerospace, is experiencing significant growth currently. With commercial aircraft sales at an all-time high, vacuum heat treatment is extremely strong today and well into the future. Airbus’ decision to locate an assembly plant in Mobile, Alabama, is just one additional sign that the commercial aerospace industry is experiencing aggressive growth and looking to expand its supply base.

New Processes and Materials

One process that could significantly impact the aerospace community is additive manufacturing—3D printing parts utilizing various methods. Some parts are produced by laying down atomized powdered metals or laying down wire layer after layer until the entire part is fully printed or constructed. Unlike “subtractive” manufacturing which takes a bar of metal and shaves off the unneeded excess, additive manufacturing adds only that metal which is needed, so there is essentially no scrap. With subtractive manufacturing, frequently 80% of the original metal stock ends up as scrap and needs to be recycled.

Exactly how additive manufacturing will impact the aerospace world remains to be seen. There are multiple metallurgical hurdles to overcome before any flight-critical part is placed in an aircraft. Even parts additively manufactured need vacuum heat treating, most notably vacuum stress relieving or vacuum sintering. Nonetheless, additive manufacturing is a disruptive technology that machinists and vacuum heat treaters alike will be watching.

Nadcap

Any heat treater of aerospace parts must comply with the critical processing criteria enforced by Nadcap, an organization established years ago to ensure that aerospace suppliers were meeting and maintaining high-quality standards. Heat treaters also have to be AS9100D-certified before they can process aerospace parts. In addition to Nadcap, many aerospace companies have their own quality standards audited by their individual customers. These are called “prime certifications”, and these standards meet and often surpass requirements from Nadcap and AS9100D.

Conclusion

Although heat treating plays a relatively hid-den part in the aerospace and defense supply chain, it remains a critical link. Working with your local vacuum heat treater early in the development process will prove to be a good investment. Aerospace heat treating will continue to be an important link in the aerospace supply chain for many years to come.

About the Author: Bob Hill, FASM, is President, of Solar Atmospheres of Western PA. This paper originally appeared in the 2014 edition of the SME Aerospace and Defense Yearbook and then in Heat Treat Today’s March 2019 Aerospace print edition. It is published here with permission from the author.

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Pratt & Whitney Awarded F135 Production Contract

Pratt & Whitney, a division of United Technologies Corp., recently announced that it has been awarded a production contract for the 12th and 13th lots of F135 propulsion systems, powering all three variants of the F-35 Lightning II aircraft.

Matthew Bromberg, president of Pratt & Whitney Military Engines

This award represents the largest-ever F135 production contract, funding more than 332 engines for the U.S. armed services and international customers, and includes program management, engineering support, production support, and tooling. The total contract value for Lot 12-14 is approximately $5.7 billion and it covers all Lot 12 and Lot 13 engines, with priced options for Lot 14.

“This is a significant milestone for the program and underscores the hard work of our joint government and industry team,” said Matthew Bromberg, president of Pratt & Whitney Military Engines. “We’re proud to be delivering 5th-generation propulsion capability at a great value for the warfighter. With more than 500 F135 engines delivered to date, we’re at an exciting inflection point for the program. We are laser-focused on standing up an effective global sustainment network that will support the F135 throughout its lifecycle.”

The combat-proven F135 is the most advanced fighter engine ever produced, delivering more than 40,000 lbs. of thrust and unmatched advances in safety, design, performance, and reliability.

 

 

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AM Supplier Adds Dual Chamber Aerospace Heat Treating (DCAHT™) System

An independent metal additive manufacturer for the aerospace and defense industry recently added a dual-chamber aerospace heat treating system to its vertically integrated, end-to-end production process.

Doug Hedges, president of Sintavia

Sintavia, based in Hollywood, Florida, purchased the DCAHT system from DELTA H TECHNOLOGIES. In addition to aerospace and defense, the company provides advanced manufacturing for critical industries such as oil and natural gas and industrial gas turbomachinery.

“The DCAHT is a great addition to our machine fleet in our new facility,” said Doug Hedges, president of Sintavia. “We are impressed with its performance and complex capabilities such as quenching to our customer specifications. We look forward to meeting the furnacing needs of our customers with this advanced system.”

Ellen Conway Merrill, DELTA H vice president

“The collaboration with the Sintavia team has been an exciting experience as they have proven themselves as a leader in the industrialization of Additive Manufacturing production,” said Ellen Conway Merrill, DELTA H vice president. “The DELTA H DCAHT furnace was a perfect fit as it has enabled them to immediately process aluminum-based AM parts, as well as other alloys requiring heat treatment. We look forward to being a part of their continued success.”

The DELTA H DCAHT furnace features dual chambers operable to 1200°F and 500°F with precision control and temperature uniformity, qualifying as Class 2 (+/-10°F) per AMS2750E and in full compliance with all aerospace pyrometry standards and Nadcap.

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Global Aircraft Manufacturer Acquires Canadian Regional Jet Program

A multinational manufacturer of ships, industrial machinery, and aircraft headquartered in Tokyo, Japan, recently entered into an agreement to acquire the regional jet program from a Montreal-based manufacturer of regional airliners, business jets, and equipment for public transport.

Mitsubishi Heavy Industries, Ltd. and Bombardier Inc. announced they have entered into a definitive agreement, whereby MHI will acquire the maintenance, support, refurbishment, marketing, and sales activities for the CRJ Series aircraft, including the related services and support network located in Montréal, Québec, and Toronto, Ontario, and its service centers located in Bridgeport, West Virginia, and Tucson, Arizona, as well as the type certificates.

Seiji Izumisawa, president and CEO of MHI
“This transaction represents one of the most important steps in our strategic journey to build a strong, global aviation capability. It augments these efforts by securing a world-class and complementary set of aviation-related functions including maintenance, repair, and overhaul (MRO), engineering and customer support,” said Seiji Izumisawa, president and CEO of MHI. “The CRJ program has been supported by tremendously talented individuals. In combination with our existing infrastructure and resources in Japan, Canada and elsewhere, we are confident that this represents one effective strategy that will contribute to the future success of the Mitsubishi SpaceJet family. MHI has a decades-long history in Canada, and I hope this transaction will result in the expansion of our presence in the country and will represent a significant step in our growth strategy.”

Alain Bellemare, president and CEO, Bombardier Inc.

“We are very pleased to announce this agreement, which represents the completion of Bombardier’s aerospace transformation. We are confident that MHI’s acquisition of the program is the best solution for airline customers, employees and shareholders. We are committed to ensuring a smooth and orderly transition,” said Alain Bellemare, president and CEO, Bombardier Inc. “With our aerospace transformation now behind us, we have a clear path forward and a powerful vision for the future. Our focus is on two strong growth pillars: Bombardier Transportation, our global rail business, and Bombardier Aviation, a world-class business jet franchise with market-defining products and an unmatched customer experience.”

The CRJ production facility in Mirabel, Québec, will remain with Bombardier. Bombardier will continue to supply components and spare parts and will assemble the current CRJ backlog on behalf of MHI. CRJ production is expected to conclude in the second half of 2020, following the delivery of the current backlog of aircraft.

 

Photo credit/caption: Dmitry Denisenkov (Canwolf) [CC BY-SA 2.5 ] / Bombardier CRJ200 cockpit 

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Auto, Aero, Oil & Gas, Energy Industries to Benefit from Specialty Chemicals Acquisition

A global leader in primary and metalworking industrial process fluids recently announced an agreement to acquire the operating divisions of a UK company that provides specialty chemicals, operating equipment, and services to industrial end markets.

Quaker Houghton plans to purchase Norman Hay plc, which serves a number of industries including aerospace, automotive, oil and gas, and power generation through four divisions:

  • Ultraseal, a leading global provider of impregnation technology, including porosity sealants, and associated chemistry and equipment for die cast components;
  • SIFCO ASC, a leading global provider of surface treatment solutions through selective electroplating, anodizing, chemical solutions and engineering solutions;
  • Surface Technology, a specialty provider of surface treatment solutions including coatings, thermal sprays, plating and other ancillary services; and
  • Norman Hay Engineering, a leading provider of design and engineering services that support surface treatment plants and equipment for the Ultraseal, SIFCO ASC and Surface Technology businesses as well as additional third-party industrial engineering applications.
Michael F. Barry, chairman, CEO, and president of Quaker Houghton

Quaker Houghton intends to operate the acquired divisions as a stand-alone business within its Global Specialty Businesses platform while it completes the integration of Quaker Chemical and Houghton International.

“This acquisition represents an opportunity to add new technologies with good growth characteristics in attractive core market segments with high barriers to entry such as die-casting, automotive OEM and aerospace,” said Michael F. Barry, chairman, CEO, and president of Quaker Houghton. “We also believe it provides a strategic opportunity to take advantage of external market trends such as the light-weighting of vehicles and 3D printing where we have the opportunity to leverage our global footprint and complementary geographic strengths.  In addition, Norman Hay’s engineering expertise, which includes robotics applications, strengthens the existing equipment solutions platform inside Quaker Houghton and further positions the Company for Industry 4.0.”

Norman Hay plc was established in 1946 as a decorative electroplating business and has evolved into a global specialty chemicals sealant, surface coatings, and engineering group.  The company is headquartered at its modern, state of the art production facility in Coventry, England.  The company has approximately 400 employees with production and R&D facilities across Europe and the United States.

 

Main images photo credit: video stills, Quaker Houghton 

 

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Heat Treating Chamfered Parts: Before or After Makes a Difference

 

Source: Gear Technology

 

“For years, I have always told people who ask me that my machines pretty much don’t care if a part is hard or soft,” says James Richards of James Engineering.

In a simple experiment, Richards ran several parts through multiple machining and finishing processes to determine whether the hardness or softness of certain steel alloys had any effect on chamfering. What he found regarding hardness or softness did not surprise him. What he did note were the different outcomes that resulted from heat treating the part before or after chamfering.


“We have yet to find a material that we cannot create a chamfer and/or edge finish on. As to whether we chamfer before or after heat-treating—that’s a very different story.” ~ James Richards


This week’s Technical Tuesday highlights Richards’ article “Chamfering: Hard vs Soft Parts and Before vs After Heat Treating”, which appeared in the July 2019 issue of Gear Technology.

 

Read more: “Chamfering: Hard vs Soft Parts and Before vs After Heat Treating”

Main photo credit: James Engineering

 

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Link between Heat Treatment and Fatigue Crack Growth of αβ Titanium Alloys

Source: Outlook Biz

 

Titanium alloys have a high tensile strength because of density ratio, high corrosion resistance, and ability to withstand moderately high temperatures without creeping. Because of these features, titanium alloys are used for aircraft development.  This  article, from Outlook Biz, highlights the research done by IRT Saint Exupery in which they assessed the potential use of the Ti-6Al-4V ELI alloy in aerospace applications, specifically in relation to heat treatment and fatigue crack growth.

Researchers from IRT Saint Exupery assessed the impact of microstructure on the fatigue crack growth resistance of αβ titanium alloys.

 

Read more: “Link between Heat Treatment and Fatigue Crack Growth of αβ Titanium Alloys”

 

 

Photo Credit: Outlook Biz

 

 

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Aluminum Alloy Achieves Ultimate Tensile Strength in Heat Treating

An aluminum alloy developed and patented five years ago has been identified as one of the strongest aluminum additive manufacturing powders commercially available.

Mike Bond, Director of Advanced Material Technology at Aeromet
Mike Bond, Director of Advanced Material Technology at Aeromet

Aeromet’s A20X™ surpassed the key 500 MPa UTS mark following a recent research project involving aero-engine giant Rolls-Royce and additive manufacturing equipment specialist Renishaw. Heat-treated parts produced using A20X™ Powder have achieved an Ultimate Tensile Strength (UTS) of 511 MPa, a Yield Strength of 440 MPa and Elongation of 13%. Crucially, parts additively manufactured with A20X™ Powder maintain high-strength and fatigue properties even at elevated temperatures, outperforming other leading aluminum powders.

“Since bringing the A20X™ alloy to market for additive manufacturing 5 years ago we have seen significant adoption for high-strength, design-critical applications,” said Mike Bond, Director of Advanced Material Technology at Aeromet. “By working with Rolls-Royce, Renishaw, and PSI, we have optimized processing parameters that led to record-breaking results, opening up new design possibilities for aerospace and advanced engineering applications.”

The HighSAP project was backed by the UK’s National Aerospace Technology Exploitation Programme (NATEP).  A20X™ Powder for additive manufacturing is derived from the MMPDS-approved A20X™ Casting alloy, the world’s strongest aluminum casting alloy, which is in use by a global network of leading aerospace casting suppliers.

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