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Prof. Dr. Viktor Pocajt, CEOKey to Metals AG
The large size of the A380 aircraft, the corresponding loads and the targeted structural weight led to significantly higher requirements for alloy properties. This meant that improvements had to be made in the two major design axes, static performance and/or damage tolerance. To achieve these goals, the Alcan-Airbus Integrated Project Teams worked to both extend and qualify existing alloys, and to develop new dedicated alloys.
The material distribution on an Airbus aircraft structure predominantly remains on aluminum based alloys. The example on the A380 super sized aircraft shows that 61% of the structure is made of aluminum alloys, 22% in composites, 10% in titanium and steel and 3% in fiber metal laminate. Nevertheless, the use of composite materials is continuously growing and the new A380 contains 22% of composite structures compared to 12% on the A340.
The competition between metals and composites for the aircraft structures is open for the future and the target compared to a standard metal technology (baseline 1990) is 20 to 30% in terms of weight and 20 to 40% in terms of cost. This competition is managed by a step-by-step approach regarding metal or composite design.
On April 27th 2005, the giant Airbus A380 took off from Toulouse airport for a successful first flight. Seven years earlier, in April 1998, discussions had started between Alcan Aerospace (at that time Pechiney Aerospace) and Airbus for the development of advanced alloys and innovative solutions for the A3xx, as it was then designated. Seven years were needed to develop, qualify and produce a full set of new alloys for wing and fuselage structures, as well as the equipment to fabricate such large structures.
When the first meetings were held with Airbus in April 1998, participants agreed to form integrated product teams (IPT) who would select and develop appropriate alloys and fabrication methods for the various structures of the giant aircraft. Two main objectives were assigned to these IPT teams:
Most of the work in the Issuer plant was dedicated to extending the maximum length to the required 36 meters. This included the following, along with the processing route:
As a result of these investments, ingots of up to 20 tons were successfully produced in advanced 2xxx and 7xxx alloys. Also, long 36-meter wing panels were processed very rapidly through the plate department, after optimization of the plate flow through the plant.
To supply aluminum for the large spars, a significantly larger ingot had to be cast in Ravenswood. In the late 1990s, the largest production-scale 7xxx alloy cast ingot weighed 22,000 lb. Over the next several years, with the combined resources of the Ravenswood cast house and the R&D Casting Research Team located in France, ingots weighing over 37,000 lb were successfully produced. Further process improvements led to excellent recovery and reliability in casting such a challenging geometry in an advanced 7xxx alloy.
As a result of these investments, very large ingot sections and lengths were successfully produced in advanced 7xxx alloys. Also, new plate equipment quickly proved its efficiency in the processing of long and wide wing spars and ribs.
Considering the increased design values of the wing structural parts necessary to fulfill the higher criteria, new alloys had to be developed for all wing major parts, such as panels, stringers, spars, and ribs.
Alcan had to develop a full series of very different alloys for the fuselage structure. The fuselage is a combination of many different parts and product forms that are subjected to many different types of load. Airbus has chosen the Laser Beam Welding (LBW) technology for welding stiffeners to skin on several panels.
After several years of research and development on this new family of alloys, the third generation of Al-Li alloys are now ready to be implemented on aircraft as the disadvantages encountered on the first generations (reduced ductility and fracture toughness in the short--transverse direction and reduced thermal stability) have been solved by an improvement of the chemical composition of the alloys and optimized thermo-mechanical treatments.
As mentioned above, concerning the A380 wing, the selection of improved 2xxx and 7xxx alloys has achieved important weight saving .The challenge for this new aircraft was not only to reduce the weight but also to deal with the particular large sizes of the components. The A380 wing spars in 7085 alloy are the world's largest die forgings today. Airbus is working on a new long-range aircraft the A350, to complement the existing A330 and A340 product line.
The future aluminum developments are focusing on advanced alloys (new 2xxx, 7xxx, Al Mg Sc, new Al-Li....), always looking for improved properties: increase of strength and damage tolerance properties, better corrosion behavior, lower density, etc. Associated technologies (welding, casting, extruded panels ...) have always to be combined with the intrinsic improvement of the performance of the alloys to optimize the cost and weight savings on the aircraft structures.
Date Published: Sep-2009
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