Aluminum in Aircraft

Generated for aerospike591@gmail.com on 2012-06-11 17:20 GMT / http://hdl.handle.net/2027/uc1.
b4444813
Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google
Generated for aerospike591@gmail.com on 2012-06-11 17:20 GMT / http://hdl.handle.net/2027/uc1.b4444813






6 ALUMINUM IN AIRCRAFT
strengths are increased, there is some sacrifice in the metal's
ability to be worked easily and successfully into intricate
commercial forms.
Heat treatment provides another means of increasing the
strength of some of the aluminum alloys. With but minor
exceptions, the aluminum alloys used for structural parts in
aircraft are those which can be heat treated to obtain higher
strengths. When finally installed in the airplane, such materials
must be in the heat-treated condition. The first aluminum alloy
that was successfully heat treated commercially was one
containing four per cent copper and one-half per cent each of
magnesium and manganese. This alloy became known under
the trade name "Duralumin," later shortened to "Dural."
These names are sometimes applied to an entire class of
similar alloys.
The principal aluminum alloy used in airplane structures
is called Alcoa 24S by Aluminum Company of America. This
is an improved alloy of the duralumin type, which contains
the same alloying elements as the older 17S alloy, but in
different proportions, and possesses greater strength.
These alloys and others used in the airplane structure
itself are the main subject of this booklet. However, some
data are included on the aluminum alloys that are used in
airplane engines and accessories.
CLASSIFICATION AND NOMENCLATURE
Aluminum alloys are obtainable in either cast or wrought
forms. They may be further classed as nonheat-treatable and
heat-treatable alloys.

The different alloy compositions are distinguished by alloy
numbers. Wrought alloys are distinguished from cast alloys
by the letter "S" following this number.
An alloy in the heat-treated temper (such as 24S-T) may be
further cold-worked, such as by rolling, to obtain still greater
strengths. It is then said to be in the "RT" temper. Although
this further rolling reduces the elongation and workability,
24S and Alclad 24S in the "RT" temper are regularly corru-
gated and formed into other aircraft parts. Alloys in the
ALLOYS AND PRODUCTS
TEMPER DESIGNATIONS
For Heat-Treatable Alloys
Type
Description
Temper
Designation
Example
Wrought
Alloys
Annealed condition.
"0"
24S-O
Heat treated and quenched but
not aged completely.
"W"*
61S-W
Full heat-treated condition.
"T"
24S-T
Heat treated and subsequently
cold-worked a prescribed
amount.
"RT"
24S-RT
Cast
Alloys
Specific tempers attained by
different heat treatments are
"T4-

indicated by number.
"T6," etc.
195-T4
195-T6
For Nonheat -Treatable Alloys
Type
Description
Temper
Designation
Example
Wrought
Alloys
Annealed condition.
"O"
3S-O
Intermediate tempers produced
by cold working various
amounts.
"W
53S-JiH
"W
"%H"
Full hard temper obtained by
maximum commercial degree
of cold working.
"H"
2S-H
Cast
Alloys
No temper designation.
43
*"W" Temper is applied only to those alloys which require an
artificial aging treatment to produce the fully heat-treated "T"
condition.

ALLOYS AND PRODUCTS 9
high-strength "core" covered on each side with a coating of
relatively pure aluminum which has a high resistance to
corrosion. This coating protects the core in two ways. It
not only covers most of the core and prevents contact with
corrosive agents, but also electrolytically protects the core.
This electrolytic protection is given to the cut edges, to
areas where the coating is abraded away and even to rivet
heads. Alclad materials have been in use for over 14 years,
and have an enviable service record in seaplanes and land-
planes operating in every part of the world.* The recently
issued specification AN-A-13 permits a reduction in the
thickness of the cladding on alclad sheet 0.064 inch and thicker.
Thus the mechanical properties of this thicker material are
correspondingly increased. (See table on page 88.)
Standard sizes of 24S and Alclad 24S sheet in both the
annealed and the heat-treated condition are listed in Table
27, page 100. This material is normally carried in stock, and
is more readily available than nonstandard sizes. In ordering
these sizes the user can gain a price advantage by agreeing
to accept up to 20 per cent of the order in random smaller
standard sizes. The sheet in this stock has been inspected
for chemical composition and mechanical properties by the
U.S. Navy Department Inspector, and its use on both Navy
and Army contracts has been approved.
The aircraft industry is making increased use of 24S coiled
sheet because of its economic and other advantages. Standard
gauges and widths are shown in Table 31, page 102. Heat-
treated coiled sheet is generally used in the fabrication of

rolled sections, where the long lengths are very useful.
Annealed coiled sheet is used for blanking out small parts
which are subsequently heat treated.
EXTRUDED SHAPES
An extruded shape is produced by forcing hot, but not
molten, metal through a die in which there is an opening
'See "Ten Years' Service Experience with Alclad Materials in Aircraft"
S.A.E. Journal, Vol. 44, No. 5, May 1939.


CASTINGS
Aluminum castings are more extensively used in the air-
plane engine and for accessories than in the airframe itself.
Depending on the quantities and properties required, such
castings are produced by one of three basic methods: sand,
permanent-mold and die. Sand castings are adaptable to a
wide range of products from the smallest to the largest.
Permanent-mold castings are used in order to obtain higher
mechanical properties, better surfaces or more accurate
dimensions. Die castings find application in cases where
relatively large production of a given part is involved, since
this will distribute the die costs over a large number of
units, at the same time reducing machining costs because of
closer tolerances and better finish.
Any shape which can be forged can also be produced as a
casting. While forgings are sometimes preferred because of
their greater strength and homogeneity, it may be necessary
to produce complicated shapes as castings. Many castings are
furnished "as-cast," but some alloys are heat treated to
obtain increased strength.
WIRE, ROD AND HAR
The products in the group known as "Wire, Rod and Bar"
find their application in aircraft principally in the form of
structural fittings machined from rod or bar, usually 24S-T
or 17S-T. Other uses include screw-machine products. Rivets
are made from special rivet wire. Table 33, page 105, covers
the sizes of wire, rod and bar which are considered standard
for aircraft use. These sizes should be specified in order to

insure relatively prompt shipment.
RIVETS AND SCREW-MACHINE PRODUCTS
In addition to supplying wire, rod and bar for rivets and
screw-machine products, Aluminum Company of America
also manufactures these items. The most widely used rivet
alloy is A17S-T. Joints requiring higher strength are made
with 17S-T or 24S-T rivets. Standard sizes of rivets with
shank ends chamfered are shown in Table 36, page 114.


ALLOYS AND PRODUCTS 15
Forces contracts is also inspected at source by the Inspector of
Naval Material at those mills at which a Resident Inspector
is located, provided such inspection is requested by the
contractor. In case the order is produced in one of the few
aircraft mills at which there is no Resident Inspector of Naval
Material, the Army Air Forces inspection is carried out at
the contractor's plant.
Quantitative inspection items include chemical composi-
tion, mechanical properties, dimensional requirements (which
sometimes include straightness), and packing and shipping
requirements. The limits to which these factors must conform
are set forth in detail in government specifications.
Qualitative inspection items include general surface appear-
ance, specific surface abrasions and blemishes, flatness and
straightness. Government specifications discuss these items
under "workmanship." The following, among others, are not
normally considered grounds for rejection:
1. Surface discoloration of heat-treated materials. Alclad
sheet is less susceptible to this than other heat-treated sheet.
2. A few small surface blisters on heat-treated alclad sheet.
3. Shallow scratches on alclad sheet. The surface of alclad
sheet is relatively soft, and is therefore somewhat susceptible
to handling scratches. Extensive investigations have shown
that these shallow scratches do not detract from the resistance
to corrosion and do not have a measurable effect on the tensile
strength, yield strength or elongation.
4. Light die scratches and minor surface abrasions on extru-
sions, tubing, rods, bars and rolled shapes.

5. Small residual heat-treating buckles and lack of perfect
flatness, particularly on thin gauge (under 0.040-inch thick)
heat-treated alloy sheet.
6. Lack of perfect flatness on annealed sheets of any gauge.
Those not familiar with accepted standards for these quali-
tative items of inspection are urged to consult with our local
representatives. Special inspection requirements are some-
times included in contracts for material to be used for special
purposes for which commercial grades are not applicable.



AIRFRAME FABRICATION 19
method for cutting stacks of sheet-metal blanks involves the
use of routers. The cutter is a small diameter milling tool
which turns at high speed on a vertical axis. It is guided by
a template clamped to the work and cuts a path all around
the blanks equal in width to the diameter of the cutter. This
method leaves the edges of the blanks in a smoother condition
than when the metal is sawed. The versatility of these
machines and the speed with which templates for new or
altered shapes can be provided have made routing the
standard method for cutting odd-shaped blanks in many
aircraft plants.
FORMING*
IflosT of the forming work in the aircraft indus-
try is done on sheet. In general, the equipment consists of
basic machines, which are fitted with special tools or dies for
each part they are to process. Thus a double-action mechani-
cal press (of which there is an increasing number in the
aircraft industry) is usually equipped with a number of sets
of punches, dies and blankholders. The cost of such tools for
large parts led the industry to seek other methods prior to
the war.
Single-action presses, usually hydraulic when large in size,
are used extensively. The large hydraulic presses are usually
fitted with a rubber pad on the ram, both for blanking and
forming. Because there is no tendency to "iron" or draw out
wrinkles when metal is formed over the edge of a flat die
(metal, wood or synthetic material) with a rubber pad, it is
common practice to notch the flange and also to provide

flutes or scallops in the flange to use up the excess metal.
Parts formed by this method usually have a more or less flat
surface surrounded by a flange, as for example a curved
channel, a wing rib or a flanged bulkhead. Mechanical presses
equipped with metal dies are used for a number of forming
operations and simple draws, usually on small parts.
'See "Job-Lot Aircraft Stampings," Iron Age, Oct. 19 and 26, 1939, and
"Forming Aluminum," published by Aluminum Company of America.





wood forms. Even in production work where tools have been
provided, some hand straightening and adjusting may be
necessary. In general, larger quantities justify more nearly
perfect tools which, in turn, reduce or eliminate handwork.
Experimental airplanes sometimes warrant very little tooling.
Tools must be smooth and well lubricated so that move-
ment of the metal over the tool surface will not be impeded.
Rough spots or poor lubrication can cause particles of alumi-
num to tear out of the work and build up on the tool surface.
Tliis condition is cumulative and once started becomes pro-
gressively worse. In addition to marring the surface of the
metal, it may even cause fracturing, because the metal is
unable to slip easily over the tool surfaces.
Soluble oils are sometimes used as lubricants, but more
often mineral oil, tallow, paraffin or a mixture of tallow and
paraffin are better for the more severe forming operations
such as drawing.
Wherever possible, forming should be done on material in
the fully heat-treated and aged condition. When this is not
possible, it should be done immediately after heat treating
when the metal is in a more workable condition than it is
after "aging" (see page 29). Since flat blanks for subsequent
forming will warp when they are quenched in cold water, it
is sometimes necessary to partially flatten them before they
are formed. Much of the heat treatment in the aircraft
industry is done after the parts are formed or partially formed
from annealed stock. This often involves straightening or
reshaping operations, which are most easily done before age

hardening has progressed too far. Under these circumstances
some work is saved if the entire forming operation is per-
formed on blanks which have been freshly heat treated.
Table 2 on page 71 will serve as an indication of the bending
characteristics of various alloys and tempers. The discussion
on "Choice of Materials and Processes." beginning on page
49, also has important bearing on the forming problem.
The aircraft industry maintains high standards, and for
this reason handling and tool marks must be kept at a min-
imum to avoid expensive rejections and reworking. Care on
the part of the individual workman in handling the material is
of highest importance. Partial protection is sometimes pro-
vided by painting the aluminum as early in the fabrication
process as is feasible. The priming coat of paint can be used
for this purpose, or lacquer or varnish, either clear or pig-
mented, also may be used. Heat treating, spot welding and
anodic treatment should be done on unpainted parts.
HEAT TREATMENT*
A HE HEAT TREATMENT of aluminum involves
bringing the material to a prescribed temperature, holding
it there for a prescribed length of time, and then promptly
quenching it. The principal conditions necessary for correct
heat treatment of various aluminum alloys used in aircraft
are shown in the tables on page 72. Either a fused salt bath
or an air furnace is used. Although most of the heat treatment
in aircraft plants is confined to 24S and Alclad 24S sheet,
directions are included for other alloys. Table 3 indicates the
temperature range for the various alloys, and Table 4 indi-
cates the "soaking" period or the time the material is to be
held within the prescribed temperature range.
HEATING PROCEDURE AND CONTROL
For air furnaces the tabular values are based on metal
temperature as registered by a thermocouple attached to the
part of the load that is thought to be the slowest to heat
either because of its thickness or its location in the furnace.
The soaking time is considered to start when the coldest part
of the load has reached the lower limit of the heat-treating
temperature range.

Air furnaces are frequently operated without the use of a
load couple. Timing is based on the furnace temperature.
*See "Shop Instructions for Heat Treatment of Alcoa Aluminum Alloys"
and Technical Paper No. 9, "Heat Treatment of 24S and Alclad 248 Alloy
Products" by Aluminum Research Laboratories, published by Aluminum
Company of America.
AIHFBAME FABRICATION 27
The required holding time is affected by the heating ability
of the furnace as well as the weight and spacing of the load.
The time lag between furnace recovery and metal reaching
heat-treating temperature range can be determined by actual
measurement on typical loads. This time should be added to
the soaking time shown in Table 4 to determine the holding
time after the furnace temperature has reached the operating
range.
It is not practicable to attach a thermocouple to the load
in a fused salt bath; therefore values in the tables are based on
temperature of the bath itself. There is practically no lag
between bath temperature and metal temperature. Soaking
time starts when the bath temperature has reached the lower
limit of the heat-treating range after the load has been im-
mersed. When the weight of salt is large compared to that of
the load (as is frequently the case with formed sheet parts),
the bath temperature does not go below the minimum tem-
perature for heat treatment, and the soaking time becomes
the total time required in the bath.
It is important that the specified temperature limits be
maintained. When the temperature is too low, optimum
mechanical properties are not attained, and when it is too
high, the quality of the material is impaired by melting at
the grain boundaries. The heat-treating temperature of 24S
is specified as high as is considered safe in this latter respect.
Thick material requires a longer soak than thin material,
primarily because it has not been so thoroughly worked
during the fabrication process.

The soaking times shown in Table 4, page 72, are intended
to be a guide for a large variety of equipment and types of
work. It is usually satisfactory to employ longer times, but
shorter heating periods will often produce good results. The
effectiveness of short-time heat treatments can be judged by
the mechanical properties which result. In the case of alclad
sheet, diffusion of the alloying constituents of the core into
the coating at heat-treating temperature tends to alter the
composition of the coating material. This diffusion will lower
the resistance to corrosion (especially in the case of thin
sheet) if the total time at elevated temperature is too long,
and the material is not rapidly quenched.
Heat treating bare 24S alloy (not alclad) in an air furnace
occasionally results in a roughened or minutely blistered
surface. Moisture and sulphur in the air are responsible for
this condition, and it is aggravated by excessive periods of
heating, particularly in humid weather. The use of "Alorco
Protective Compound" in the furnace will eliminate the
trouble. The protective compound is merely placed in the
furnace with the load and decomposes when heated. The
gaseous products of decomposition form a protective coating
on the sheet.
QUENCHING
After removal from the heat-treating furnace or salt bath,
the material should be quenched with the least possible delay
(a matter of a few seconds). A rapid cold water quench is
essential to produce material with highest resistance to
corrosion (for 17S and 24S). The transfer to the quench tank
should be made quickly in order that the material be quenched
from a temperature as nearly within the heat-treating range
as possible. Allowing the metal to cool slowly before quench-
ing affects the resistance to corrosion adversely. In the case of
small loads or thin material the use of guard sheets is often
advisable to prevent loss of heat during the transfer from
furnace to quench tank.
Although 100F. is not the highest quenching-water tem-
perature that will produce good resistance to corrosion (for
17S and 24S), it is advisable and usually feasible to regard

it as a maximum. Use of a large volume of water in the quench
tank minimizes the increase in water temperature as each
load is quenched. Continuous addition of cold running water
will maintain the desired temperature and also tends to
prevent the accumulation of salt in the water if the metal
has been heated in a fused salt bath.
Since quenching in cold water has a tendency to warp
the material, there is a constant effort to find a suitable
quenching method that will not have this effect. Cold oil, hot
or boiling water, and sometimes an air blast are usually
sufficient to produce specified minimum mechanical properties.
In the case of 24S or 17S, however, these milder quenches
seriously impair the resistance to corrosion. They are not
permitted by U.S. Army and Navy specifications. While the
resistance to corrosion of Alclad 24S which has been slowly
quenched (e.g. in hot water, oil or an air blast) is inferior to
that resulting from rapid quenching, it is superior to that of
bare 24S quenched in cold water under best commercial
conditions. (This procedure is permitted by the Army Air
Forces in some instances.) The foregoing statement pre-
supposes that the alloying elements of the core have not
diffused excessively through the relatively pure metal surface
layers as a result of heating for too long a period. An alterna-
tive is to use 61S and 53S (or 14S for extrusions), since mild
quenching does not impair their resistance to corrosion.
RINSING
In the case of salt-bath operation it is desirable to provide
a rinse tank for removing excess salt which may adhere to
the work. The tank should be of adequate size, and the rinse
water should be hot, but not boiling. Rinsing is done promptly
after quenching.
AGE HARDENING
After quenching, the ultimate tensile and yield strengths
of the material start to increase at a rate which is dependent
on the alloy and the temperature. The charts on pages 73ff.
show how this aging progresses at room temperatures for 24S,
AITS and 61S. Lower temperatures will retard the aging

rate. In the case of 14S-W, 61S-W and 53S-W, higher tem-
peratures are used to artificially age the material to the "T"
temper. (See Table 3, page 72.) If it is desirable to maintain
the workability to aid in forming, the material is held at a
low temperature. This is commonly done with 17S and 24S
rivets, and sometimes with sheet which is to be formed or
with formed parts which are to be straightened after heat
treating. The data on pages 73ff. also cover the aging of 24Sand
17S at low temperatures. Alloy 14S ages at about the same
rate as 17S.
EQUIPMENT
The requirements for the heating equipment are primarily
uniformity and accuracy of temperature. Either a fused salt
bath (usually sodium nitrate) or an air furnace can be used.
The salt bath has the advantage of very rapid heating and
generally more uniform temperature distribution, without
forced circulation. The tank (usually cast iron) may be heated
with gas or electricity. Sometimes the heat is applied directly
to the bath with the so-called "radiant tube" gas units or
with electric immersion heaters. Other manufacturers use the
salt itself as the resistor element, passing the current between
electrodes which are immersed in the bath. Most rapid
quenching from salt baths is obtained by manual transfer of
individual parts or small racks of parts from the salt bath to
the adjacent quench tank. This is a very satisfactory and
productive method.
When the material being heat treated is handled mechan-
ically in large racks, it is possible to arrange for more rapid
quenching from air furnaces by providing doors in the bottom
of the furnace and lowering the load directly from the furnace
into the quench tank. However, most air furnaces used in
aircraft plants are equipped with doors in the end rather
than the bottom, and some type of spray quenching is used.
The load rack travels on rails from the furnace into the
quench chamber. The air furnaces are usually electrically

heated. Forced air circulation is very beneficial in maintain-
ing uniform temperature throughout the furnace and is
necessary for rapid heating.
Although manual control of temperature, based on indicat-
ing pyrometers, can be used, automatic control is far more
satisfactory. Also, it is necessary to have recording devices
to provide a permanent record of the time-temperature
relations in the furnace.
As previously mentioned, when fused salt is used for
heating, it is usually necessary to provide a second water
tank (at about 150F.) for dissolving off any salt that remains
on the material after it is quenched. The warm water also
facilitates drying the parts.
HEAT TREATMENT OF RIVETS
The heat treatment of rivets is best accomplished using
equipment suitable for handling a large number of small
parts. In air furnaces the rivets can be handled in small steel
wire baskets.
Since anodically treated rivets should not be heated in
direct contact with molten salt, closed-bottom steel tubes
(not perforated) make convenient containers for use in salt-
bath equipment. The tube should be only large enough to
permit free dumping of the rivets so that heating will be
rapid and uniform throughout the load. For such containers,
half an hour is usually sufficient heating time. Several expedi-
ents are desirable to insure proper metal temperature: Do
not let tube project more than two inches above the bath;
have the top rivets in the tube two or three inches below the
surface of the bath; keep the tube covered.
Quenching is accomplished by dumping the rivets out of
the container in which they were heated, into cold water. A
wire basket or other perforated container submerged in the
cold water, and into which the rivets are dumped, facilitates
their removal.
A detailed discussion of heat-treating equipment is not
within the scope of this booklet. However, there are a number
of manufacturers of heat-treating equipment who are familiar

with the requirements for heat treating aluminum alloys and
whose equipment is in commercial use for that purpose.
ANNEALING
VTHEN ANNEALED aircraft materials arc required,
they are normally bought in that condition from the metal
manufacturer. However, it is sometimes necessary to anneal
either heat-treated or cold-worked material.
In the latter case the material is annealed by bringing it
to 650F., and then cooling at any convenient rate. Alloy 3S,
however, because of its chemical composition, requires a
temperature of 750F.
Alloys in the heat-treated condition require a special pro-
cedure to remove the effects of previous heat treatment and
to avoid a heat-treating effect in annealing and cooling. If the
material has not previously been heat treated, the above
method is entirely satisfactory provided the temperature is
not more than 660F., nor less than 630F. in any part of the
load. When the material has been previously heat treated,
this practice will anneal it to a large degree, but not com-
pletely. If complete softening is required the temperature
must be 750 to 800F. The metal is held at this temperature
for about two hours and then cooled not faster than 50F. per
hour to 500F., after which the cooling rate does not matter.
An air furnace is the most suitable equipment for annealing
operations. If a nitrate bath is used, it should contain equal
parts of sodium and potassium nitrates because of the lower
freezing point of the mixture.
MACHINING*
J.HE EQUIPMENT for machining aluminum alloys
is generally similar to that used for other metals. The cutting
tools should be modified, however, in order to secure the best
results. The following suggestions are important:
1. Grind more top and side rake on the cutting
tools than is common for machining steel.
2. Keep cutting edges sharp and free of burred or

wire edges.
3. Maintain smooth, bright tool surfaces free
from scratches.
*See "Machining Alcoa Aluminum" published by Aluminum Company
of America.
The shapes of the tools used for aluminum are different
from those used for brass, but approximate those used for
hard woods. After grinding to the desired shape, tools should
be finished on a fine abrasive wheel, followed by handstoning
or lapping.
Lathe tools are set slightly higher on the work than is the
general practice with steel. Twist drills with large spiral angles
are usually preferable. Saw and file selection is governed by
the same principles as other cutting tools.
In general, best results are obtained by using comparatively
high speeds and fine-to-medium feeds; the finer the feed, the
higher the speed. Continuous and copious use of a lubricant
is necessary. For general use, a type of compound that is
essentially a coolant is satisfactory. For heavy cuts and slow
speeds, a cutting lubricant of high viscosity should be used.
JOINING
IN ASSEMBLING the multitude of individual
parts that make up the complete airframe, a variety of
methods are involved. They include riveting, welding and
the use of various screws and bolts. Although only the stand-
ard methods will be discussed here, there are many specialized
procedures for use in inaccessible places and other applications.
RIVETING*
Riveting is the most common method of assembling air-
frames. Standard rivet alloys are 17S-T, A17S-T and 24S-T,
all of which are produced with several styles of heads. Rivets
of these alloys may be identified by standard head markings
as shown in the illustration on page 34. Rrazier or mushroom

heads are used for interior work, and sometimes for outside
surfaces.
'See "Riveting Aluminum"published by Aluminum Company of America.



thus pushing it into the hole and tending to keep it there
while the heading is accomplished. A bucking bar or dolly
having a flat face is held lightly (so as not to push the rivet
out against the thrust from the driving side) against the
point or end of the rivet shank. The inertia of this tool pro-
vides the force that upsets the rivet, forming a flat or pancake
type head. It should be noted that the structure in which
the rivet is being driven must deflect with each blow to
provide the movement necessary for upsetting the rivet. A
variety of pneumatic hammers, both slow and fast operating,
are available for the hand driving of aircraft rivets.
Sub-assemblies are riveted wherever possible in fixed rivet-
ing equipment, which may be either of the single-stroke
squeeze type or of the slow-operating hammer type. This
method is considerably cheaper than the hand method, and
usually produces a higher percentage of satisfactory rivets.
Rivets of alloys 17S-T, A17S-T and 24S-T are normally
supplied with an anodic coating which improves the resistance
of the rivets to corrosion and also provides a good surface
for painting. For use in aircraft construction rivets are usually
supplied with the Alumilite* 205 finish, which has a light
yellow color.
While the driving operation tends to break the oxide film,
joints made with 17S-T rivets which were given Alumilite
205 finish before driving have met the standard salt spray
test required for anodic-oxide coatings by the Air Services of
both the U.S. Army and Navy without showing signs of

corrosion.
Reheat treating rivets as many as fifteen times has been
found to have no appreciable eifect on the protection afforded
by the Alumilite 205 treatment, provided that the rivets do not
come in contact with molten nitrate. The high temperature,
however, does darken the color of the coating.
Rivets of A17S-T alloy are more widely used than those of
17S-T or 24S-T, and are regularly driven in the fully heat-
treated-and-aged condition. Joints requiring greater strength
Process patented.





overdriving or overaging do not shorten the fatigue life of
the joint. The series of rivet heads shown (page 39) was tested
in tension to determine how well formed a head had to be in
order to develop full strength. The tensile strength of the
weakest rivet in the photograph was within five per cent of the
strongest one. The foregoing is presented for the purpose of
indicating that superficial cracks in rivet heads and minor
deviations from the theoretically desired shape of head are
not cause for concern or replacement. The second rivet that
is driven in any one hole is likely to be even more defective
than the first, because the hole may be enlarged and the rivet
would then be more likely to buckle and form an imperfect
head.
ELECTRIC-RESISTANCE WELDING*
Electric-resistance spot and seam welding is economical
and often results in smoother surfaces than riveting. When a
machine can be operated a large part of the time, the higher
cost of the equipment compared to that for riveting is often
offset by the lower unit cost of spot welds. In spot welding,
the design of the parts and their sequence of assembly must
be arranged to provide the necessary access for the arms of
the welder and the welding electrodes. Special electrodes and
electrode holders are frequently used for joints that cannot
reached with standard equipment.
The spot-welding process is ideal for the fabrication of
sub-assemblies which are small enough to be easily handled
by one or two operators. It is in this field that spot welding
is finding much favor in the aircraft industry.

The leading manufacturers of spot-welding equipment are
familiar with the requirements for handling aluminum, and
are prepared to furnish mechanical and performance details
of their individual products. Several types of excellent
machines are available.
Both the U.S. Army and Navy approve the use of spot
welding, but require qualifying tests on each welding machine
'See "Welding and Brazing Alcoa Aluminum" published by Aluminum
Company of America.
for each gauge and alloy that is to be used. The shear strengths
required by the U.S. Army are shown in Table 13, page 82.
In setting up a machine for a given job, it is customary to
make several test welds in scrap strips of the same gauge,
alloy and temper as the work itself. These set-up welds are
tested by peeling or rolling the sheets apart so that a good
spot weld will pull a "button" out of one of the sheets.
These buttons should be nearly round and of a diameter
about equal to twice the sheet thickness plus 0.060 inch.
More elaborate methods for testing sample welds and in-
specting production welds are being used in some shops. These
include on-the-spot shear tests of single spot specimens, using
testing equipment designed for the purpose, metallographic
examination of sections through the welds, and even radio-
graphic examination. These methods are helpful in advancing
the art of spot welding, as well as in maintaining the quality
of production welding.
TORCH WELDING*
The use of torch welding in aircraft is limited to applications
where high unit stresses are not involved. Its chief merit is
that it is the simplest way to obtain the gas- or liquid-tight
seams required in various tanks.
The heat of welding anneals a strip of metal on either side
of the joint in strain-hardened alloys and seriously affects the
strength of heat-treated alloys. For this reason torch welding
is confined almost completely to the alloys which are not heat
treated. These alloys, especially 2S and 3S, are well suited to
welded construction.

Standard welding equipment is suitable for aluminum.
Special flux (such as Alcoa No. 22 Torch Welding Flux) and
suitable filler material (either 2S wire or 43S wire containing
five per cent silicon) are necessary. Acetylene gas is most
commonly used for welding aluminum, especially when the
operators are accustomed to using it for other metals. How-
ever, in some cases hydrogen gas will be more satisfactory.
*See "Welding and Brazing Alcoa Aluminum" published by Aluminum
Company of America.
Since the welding flux is corrosive, it must be completely
removed after the weld is made. The use of warm water and
a brush or cloth does a fair job when there is easy access to
both sides of the weld. It is best practice, however, to follow
this type of cleaning with a dip in a five per cent sulfuric
acid solution at a temperature of about 150F. for ten minutes.
If it is more convenient to use the dip at room temperature
the concentration should be increased to about ten per cent
and the time to 30 minutes.
PROTECTIVE FINISHING*
VFOVEHNMENT specifications of the U.S. Army,
Navy and Civil Aeronautics Board cover the general require-
ments for aircraft protective finishes. Details are usually
covered in each individual contract, as there are often special
procedures required by construction methods or the particular
service for which the aircraft are intended. The extent of the
protection that is needed depends on the inherent resistance
to corrosion of the materials, the environment in which the
aircraft is to be used, and to some extent on the completeness
and frequency of the cleaning and maintenance practices
employed.
In preparation for painting, the sheet is usually given a dip
in chromic acid or phosphoric acid solution, rinsed, and dried.
In many cases a priming coat of quick-drying zinc chromate
paint is mechanically applied to all surfaces before assembly
although this step is sometimes omitted. For the best service,
however, the use of the zinc chromate primer is recommended.
After assembly one or more coats of camouflage paint are

applied to the outside surfaces of the plane. Parts made of
24S-T, on U.S. Army planes, are given an anodic oxide treat-
*See "Protection of Aluminum Alloys," Aviation, February, 1936, "The
Working of Aluminum Alloys," American Machinist, August 21, 1940 and
"Surface Preparation for Painting Aluminum Alloys on Aircraft" Aviation,
October, 1941. Reprints of these articles, as well as the booklet, "Finishes
for Aluminum," are available on request to the nearest sales office of
Aluminum Company of America.


chromic acid or sulphuric acid.* The chromic acid process is
the one most generally used in the aircraft industry. Less
expensive than anodic treatments are the chemical-dip treat-
ments, some of which are identified by the trade name
"Alrok."f The Alrok treatment, which is especially recom-
mended for this application, consists of immersion for about
ten minutes in a hot dilute solution of sodium carbonate and
potassium dichromate followed by a sealing treatment in a
hot potassium dichromate solution. This treatment provides
resistance to corrosion and paint adherence only slightly less
effective than do the anodic treatments. Another type of
chemical treatment involves a five-minute dip in a five per
cent chromic acid bath at 140F. Both processes are approved
by the U.S. Army Air Forces under certain specific conditions.
Adequate surface preparation before painting is necessary
if the best paint service is to be obtained. The correct surface
treatment to be employed, selected from those described,
will depend upon the service conditions to be encountered.
It is important that the surface be dried completely after
treatment in any water solution, before paint is applied; this
may be done by means of a hot air blast or infra-red lamps.
Both the surface treatment and mechanical priming are fre-
quently done on a continuous conveyor system. The priming
operation is usually accomplished by automatic spraying or
dipping, although in some cases it is done by roller coating.
Special quick-drying zinc chromate primers conforming to
Army and Navy specifications are employed. Priming should
be done before assembly to insure protection in joints. Cam-

ouflage paint is applied by spraying after assembly.
*The patented "Alumilite" process of Aluminum Company of America can
be employed here.
fRegistered trademark of Aluminum Company of America.

SHEET
The new AN Specifications for 24S and Alclad 24S sheet
take advantage of the increase in strength resulting from the
supplier's normal flattening operations. To make use of the
higher values listed in the body of Table 19, it is necessary
for the engineer to know that the part in question can and
will be made from mill-heat-treated material. In case of doubt
regarding the possibility of forming material in the "T"
condition, it may be necessary to provide an alternate design,
or increased material thickness to compensate for the lower
strength of material which has not received the slight amount
of cold work resulting from mill flattening.
The metal thickness of some parts is determined by factors
other than tensile or yield strength. For such parts, 61S
alloy sheet is gradually finding favor, because of the ease and
cheapness with which it can be processed in the aircraft
plant.*
In the past, all alclad sheet has been made with the high
purity coating about five per cent of the total thickness on
each side, so that the strength of alclad sheet was about ten
per cent less than that of the bare material. This has now been
changed (AN-A-13) so that sheet 0.064 inch and thicker has
only about 2^ per cent of coating on each side and in strength
is midway between the bare 24S-T and thinner Alclad 24S-T.
Thus the slight increase in weight necessary to attain the
best resistance to corrosion has been halved for the thicker
material.
TUBING

Government specifications on 24S-T tubing have for some
time recognized the increase in strength resulting from the
stretching operation used by the fabricator to straighten his
product after heat treatment. Hence, it is not desirable for
the user to heat treat this product.
*Refer to "Economic Advantages of Certain Aluminum Alloys for Aircraft
Construction," Aeronautical Engineering Review, August, 1942, Vol. 1, No. 5.
CHOICE OF MATERIALS AND PROCESSES 51
EXTRUDED SHAPES
Both 24S-T and 14S-T extruded shapes are divided into
various size ranges for the purpose of specifying their
mechanical properties. Relatively thin sections have what
might be called "normal" strength for the alloy, whereas
thicker sections (or parts of sections) have greater strength,
particularly in the longitudinal direction. The metal structure
that is responsible for this is peculiar to extrusions that have
received very little cold work prior to heat treatment.
When sufficient forming operations, such as joggling and
bending, are performed, the amount of cold working is such
that recrystallization is likely to take place during subsequent
heat treatment. The high longitudinal strength will then be
replaced by "normal" properties. (See Table 19, Note 4.)
Extrusions of 14S alloy can be produced at a higher rate
than 24S. This is the primary reason for their introduction
at a time when all production facilities are working at capacity.
The higher strength of this alloy, particularly yield strength,
in extruded form should make it useful to the industry in its
own right rather than merely as a substitute for 24S. In the
"T" condition, 14S is less workable than 24S; therefore form-
ing jobs near the borderline for 24S-T will require changes in
procedure to permit the use of 14S. Since 14S-T is artificially
aged,* a short additional time at or slightly above the artificial
aging temperature is not harmful in any respect, but is ex-
tremely beneficial for the purpose of hot or "warm" forming.
Heating in an oil bath at 350 to 400F. is suggested because of
its speed and ease of control. It is satisfactory to heat either

the whole piece or only the portion of it that is to be formed.
If heating 14S extrusions in the "T" temper will not provide
sufficient workability or is not expedient for other reasons,
consideration should be given to the material in the "W"
temper. When cold, the workability of 14S-W is similar to
that of 17S-T, which is somewhat superior in this respect to
24S-T. No loss of resistance to corrosion or of final mechanical
properties results from hot or "warm" forming 14S-W at
'See Table 3.

CHOICE OF MATERIALS AND PROCESSES 53
treated material has the advantage of avoiding heat treat-
ment in the aircraft plant and all the attendant problems of
process control and straightening.
If a part cannot be fully formed in the "T" temper, it may
be practical to partially form the piece in the annealed temper
("O"), heat treat it, and then do the final forming before the
part age hardens appreciably. In other cases, it may be
practical to heat treat the blank and do all of the forming
before the material age hardens. The amount of aging that
can be allowed depends on the severity of the forming oper-
ations. For rates of aging and methods of controlling it, see
curves, pages 73ff., and discussion on age hardening, page
29, and on riveting, page 33.
The section on Heat Treatment (page 26) discusses the
use of mild quenching media for avoiding warping that re-
sults from quenching in cold water. It is again pointed out
that these methods are in no way suitable for bare (not alclad)
24S or 17S. However, they are applicable to 61S and 53S
material. They are also applicable to alclad sheet provided the
heat treating has been conducted so as to avoid excessive
diffusion.* Further, it is recommended that for severely corro-
sive conditions alclad sheet parts, so treated, be given protec-
tive finishes similar to those used for bare 24S-T or 17S-T parts.

'Refer to page 27.

MAINTENANCE 55
TESTS FOR CLEANERS USED EN AQUEOUS SOLUTIONS
Specimens about 3" x 0.75" x 0.064" thick of aluminum
alloy of the type under consideration are exposed at 172F.
for five hours to each of the following concentrations of the
cleaner: 0.25, 0.50, 0.75, 1. 1.5, 2, 3, 5, 10 and 20 per cent.
For each specimen 50 c.c. of solution should be used.
Some of the undiluted cleaner is placed on other specimens
which are stored in an atmosphere saturated with water
vapor at 77F. for 24 hours.
In addition to the two tests described above, specimens
are cleaned following precisely the instructions furnished by
the manufacturer of the cleaner. This cleaning operation is
repeated twenty times.
If none of the specimens in the above three tests are dis-
colored, etched or pitted, the cleaner is considered "safe."
For anodically coated material, the same procedure as out-
lined above is followed.
POLISHES, ABRASIVE CLEANERS, OIL CLEANERS
Specimens of the aluminum alloy for which the cleaner is
intended are cleaned twenty times, following in detail the
instructions furnished by the manufacturer of the cleaner.
Some of the cleaner is also placed on additional specimens
which are stored in an atmosphere saturated with water
vapor at 77F. for 24 hours. If the specimens are not dis-
colored, etched or pitted, the polishing material is considered
"safe." Furthermore, to be classified as completely safe, it
must not abrade the aluminum alloy in question to an extent
greater than No. 0 steel wool.

The results of these tests can be used more or less as a
"go" and "no go" gauge for determining whether or not in-
dividual cleaning or polishing materials are harmful to alu-
minum. The tests are rather severe and some judgment in
interpreting them is indicated. It may seem desirable in cer-
tain instances to supplement these tests with service tests.

TABLES 57
made in tension. The tables presented in this section do not
provide detailed information on these so-called "directional
properties," although "ANC-5, Strength of Aircraft Ele-
ments,"* issued by the U.S. Army-Navy-Civil Committee
on Aircraft Requirements, does cover some of the more im-
portant directional properties.
Mechanical property values are also affected by the cold
working involved in flattening and straightening operations.!
Flat sheet, extruded shapes and tubing, for example, are
largely flattened and straightened by means of stretching.
This operation raises the tensile yield strength of the material
and also to a somewhat lesser degree the ultimate tensile
strength, coupled with some sacrifice in ductility. The com-
pressive strengths of 17S-T and 24S-T alloy products
straightened or flattened by stretching are not so great as
are the corresponding tensile properties. For small amounts
of stretching (up to about two per cent), the compressive
yield strength of this class of materials is slightly reduced.
However, as the amount of stretching increases, the com-
pressive yield strength rises, but not at the same rate as the
yield strength in tension. Reheat treating of stretched ma-
terial causes some reduction in the tensile properties, but
at the same time the tensile and compressive strengths be-
come substantially equal in value. It may be of interest to
note that sufficient data have been secured relative to flat
sheet, as commercially produced in alloys of the type in
question, to establish that the transverse yield strength in
tension is approximately equal to the longitudinal yield

strength in compression and vice versa.
The minimum specification mechanical properties in the
tables are tensile properties and include the following con-
ditions:
1. Heai-lrealed Sheet and Plate: Tested cross-grain.
"This publication may be obtained from Superintendent of Documents,
U.S. Government Printing Office, Washington, D.C.
fSee "Some Stress-Strain Studies of Metals," Journal of Aeronautical
Sciences, March, 1940.
2. Annealed Sheet and Plate: Tested cross-grain in the an-
nealed condition in order to establish maximum specification
values. There is a further requirement which provides that
testing shall be conducted using material heat treated from
the annealed stock, tested transversely and not stretched
after heat treatment.
3. Extruded Shapes: Tested with-grain, using appropriate
test specimens. Heat-treated shapes are tested in the stretched
condition.
4. Tubing: Tested with-grain using full size specimens up
to 2-inch outside diameter. When greater than 2-inch outside
diameter, or equivalent, standard specimens are cut from the
wall of the tube.
5. Rod and Bar: Full-size specimens used for thicknesses up
to J^ inch. Standard round specimens used for thicknesses
greater than % inch. Up to 1^-inch thickness, specimens
are cut from the center of the stock. Above 1^-inch thick-
ness, specimens are cut halfway between the center and the
surface.
6. Forged Fittings Stock: Standard J^-inch round specimens
machined from stock and tested with-grain.
For aircraft fittings intended to carry structural loads,
die-forged material, forged as nearly as possible to final
dimensions, is to be preferred. However, economic and other
reasons may not permit this in all cases. Aircraft fittings,
especially those intended for small production, experimental
models or replacements, are sometimes machined from rolled
bar stock, plate, hand-forged blocks or extruded sections.

As has been pointed out, all these products exhibit a difference
in mechanical properties when tested in the direction of
working, as opposed to tests made at right angles or normal
to the direction of working. This is also true of die-forged
fittings. In a great many instances, however, die-forged
fittings may be designed in such fashion as to take advantage
of the direction of flow or working of the metal in order that
the stresses will be parallel to this direction of working.
This result may be obtained more readily in die-forged
TABLES 59
fittings than in fittings that are machined from other types
of wrought materials.
For plate, the minimum guaranteed values are the trans-
verse properties. Plate is always tested transversely, and the
specification values are given in Tables 14, 19, and 21 on
pages 83, 88, and 91. The longitudinal properties of plate,
however, are always higher than the transverse properties.
Table 16. page 85, presents the minimum mechanical
properties of rolled bar stock and hand-forged blocks as
derived from tests made in the direction of working and also
at right angles to the direction of working. In the case of
rolled bar stock, hand forgings and extruded shapes, routine
inspection testing is done in the direction of working. Trans-
verse tests of products other than plate should not be in-
cluded as a part of purchase specifications. Although routine
transverse mechanical property tests are not made as a part
of regular inspection procedure, it should be borne in mind
that, wherever possible, sufficient testing should be done trans-
versely on wrought material to insure that transverse mechan-

ical properties are in line with the values shown in Table 16.
EXPLANATION OF TERMS USED IN TABLES
1. For Alcoa structural alloys, wrought and cast, the following data apply:
(a) Young's Modulus of Elasticity 10,500,000 Ib./sq. in.
(b) Modulus of Rigidity 3,950,000 Ib./sq. in.
(c) Poisson's Ratio 0.38
2. Yield strength is the stress which produces a permanent set of 0.2 per cent
of the initial gauge length (American Society for Testing Materials Speci-
fication for Methods of Tension TestingE8-40T).
3. Shearing strengths are single-shear values obtained from double-shear tests.
4. Endurance limits are based on 500,000,000 cycles of completely reversed
stress using the R. R. Moore type of machine and specimen.
5. Elongation varies with the form and size of test specimen. When round
specimens are used the gauge length for the measurement of elongation is
equal to four times the diameter of the reduced section of the specimen.
6. Dimensions given in tables for the following products are as listed below.
Sheet and Plate: Thickness
Tubing:
Forgings:
Wire, Rod and Bar:
Outside diameter
Diameter or thickness
Diameter or least distance between parallel sur-
faces, or where so stated maximum area of cross
section. Maximum size of hexagon is t inches; of
octagon, 1% inches; of square, 4 inches.

60
INDEX TO TABLES
GENERAL INFORMATION
ABLE PAGE
Explanation of terms used in tables 60
Alcoa aluminum alloys and government specifications 62
Approximate inside radii for 90 cold bend in sheet 71
Conditions for heat treatment 72
Typical soaking times for heat treatment 72
(Graphs 5A, 5B, 5C) Aging data at various temperatures 78
MECHANICAL PROPERTIES
Wrought alloys 76
Sand-casting alloys 77
Permanent-mold casting alloys 78
Die-casting alloys 79
Shear strength of rivets 79
Allowable bearing strength of sheet _ 80
Allowable strength of flush-riveted joints 81
Shear strength of spot welds 82
Sheet and plate 2S, 3S, 52S 83
Forgings 84
Aircraft fittings stock 85
Alloy 14S extruded shapes 86
Alloy 17S products 87
COMMERCIAL TOLERANCES
Sheet and platethickness 92
Sheet and platewidth, length, diameter , 94

Wire, rod and bar 95
Flattened wire and flattened and slit wire 96
Tubing 97
SHEET SIZES
Alcoa standard sizesflat sheet and plate 99
Commercial sizes61S alloy flat sheet 101
Commercial sizes24S and Alclad 24S alloy sheet 101
Maximum commercial sizesflat sheet 24S-RT and Alclad 24S-RT. 102
Maximum commercial widthsheat-treatable alloy coiled sheet... 102
Maximum commercial sizesheat-treatable alloy plate 103
WIRE, ROD AND BAR SIZES
83 Standard sizeswire, rod and bar 105
TUBING SIZES
34 Standard sizesround tubing 108
So Commercial sizesstreamline tubing 109
RIVET SIZES
S6 Standard sizesrivets with chamfered shank 114
000 1
Government Specifications for Alcoa Aluminum Alloy Products
Typical Aircraft Nses
Tanks, ducts
0onstructural
General, nonstructural
0onduit, electric
Nonstructural
0onstructural rivets
'elding 0S or 3S
0orrosion-resistan t
coatings
Tanks, ducts
Nonstructural
Not standard
Nonstructural
Nonstructural rivets
NavyT
47A0
47A0
41A3
41A3
44T19
43R0
43R0
47A4
47A4
41N1
41A1
44T00
43R0
43R0

41R7
Army Air
SorcesT
0ederal
0ederal
0ederal
0ederal
0ederal
0ederal
110T0
0ederal
0ederal
0ederal
0ederal
0ederal
WROUGHT PRODUCTS
AA-A00T
AA-A0T
AA-A411
AA-A411
'W0T-7T3
''0T-7TT
SederalT
AA-R-071
AA-A0309
QQ-A0309
QQ-A301
QQ0N-301
. I*N(. .
Aeronautical
T-00-R-
Army-Navy
01
T0A-
W109T
TAB0E 0Continued
Structural fittings
Airframe structures
Not standard
Machined fittings
Not standard
0ot standard
Structural fittings
Structural rivets
Rivets
Navy1
41A7 ,
47A3
41A4
44T01
44T00
41A7
43R0
43R0
WROUGHT PRODUCTSContinued
0ederal
0ederal
0ederal
07-1T710 N0
0ederal
Army Air
Sorces3

0ederal
federal1
AA-A317
AA0A-303
QQ0A-3'
WW0T07T1
AA0A317
T-00-R-01
T0A-W109T
I(
Aeronautical
Army-Navy
T0A0T
Tempers
0, W,T...
0T
0T
0T
Special....
0.T%Mn,0.4%Mg0
17S T4.0% 0u, 0.0% Mn,
0.0% Mg0
Sheet and Plate
Bar, Rod, Wire, Shapes
Tubing, Round
Tubing, Streamline....
0orgings
Rivets
Rivet Wire and Rod
Aluminum Products and
Nominal Somposition1
14S T4.4% 0u, 0.T% Si,
Kxtrusions
See notes on page 14.
000 1Continued
General purpose
General0purpose rivets
Structural
Structural
Struts
Structural fittings
High-strength joints
0astenings
0astenings
0astenings
Pistons
43R0
43R0
43S4, 40S0
Rivets
Navy1
43R0
43R0
41A7
47A10
44T0
44T31
41A9
WROUGHT PRODUCTSContinued
11030
07-1T710T30

0ederal
Army Air
SorceaT
0ederal
0100
SederalT
T-00-R001
T0A-W109T
AA-A-317
AA-A30
AA-A-304
T000-R-01
T0A-W109T
00-S-91
I(
Aeronautical
Array-Navy
T0A-10
T0B-3
T-B-0
Tempera
Special... .
0 T, T
0, T
Special....
T ....
0, T
A17S T0.0% 0u, 0.3% Mg0
Rivets
Rivet Wire and Rod.
18S T4.0% Gu, 0.0% Mg,
0.0% 0i0
0orgings
24S T4.0% 0u, 0.1% Mn,
TAB0E 0Continued
Highly corrosion-resist-
ant structural
Propellers, engine parts
Pistons
Welding castings
0ittings and engine parts
Navy"
41A7
41A7
41R7
41A7
WROUGHT PRODUCTSConiinued
Army Air
Sorces1
0ederal
0ederal
0ederal
0ederal
SederalT
AA-A0310
AA0A0317
AA0A-317
AA-R-071
AA-A-317
. < >. ,
Aeronautical

Army-Navy
T0N-13
Tempers
O.T. ..
Alclad 24S Sheet
T04S Gore0....
25S T4.0% 0u, 0.T% Si,
0.T% Mn0
0orgings
32S T0.9% 0u, 10.0% Si,
1.0% Mg, 0.9% Ni0
0orgings
A51ST1.0%Si, 0.1% Mg,
0.00% 0r0
0orgings
43S T0.0% Si0
00E 1Continued
Tanks and fairings
Oil, fuel, instrument,
etc. lines
0ot standard
Semi-structural uses
Not standard
Engine baffles, fairings
Engine push rod tubes
NavyT
47A11
47A11
44T30
41A11
41A11
47N10
41A10
44T30
43R0
47A10
44T30
WROUGHT PRODUCTSConcluded
Army Air
Sorces3
0ederal
0ederal
0ederal
11307
11301

0ederal
QQ-A-31T
WW0T-7T7
'W-T-100
QA-A0307
''0T-7T9
Sederal1
AA-A31T
AA-A334
QQ-A0331
0 W, y2H, KH, H
0 KH, MH, H
0 As 0abricated
0 W, T
0 W, T
O, W, T
O, ', T
0 ', T
Tempers
As Rolled (s0 ...
52S T0.0% Mg, 0.00% Gr0
Plate
Tubing
'ire
Bar and Rod
Sheet and Plate
Bar, Rod, 'ire, Shapes.
Rivets
61S T0.00% 0u, 0.1% Si,
1.0% Mg, 0.00% 0r0
Sheet
Tubing
53ST0.7%Si, 1.3% Mg,
0.00% 0r0
1 Balance is commercially pure aluminum.
TAB0E 0 Continued
0onstructural fittings
Engine cylinder heads
Engine cylinder heads
General high0strength
structural parts
0onstructural fittings
Thigh resistance to
corrosion0
High0strength structural
fittings
Navy5
41A1
0ederal
41A1
Army-Navy2
. IAN(. ,
Aeronautical
T0A-A0
40
0ederal
T0A0A-
109
T0A-N0
100
T0A0N0
T0A0A
100

410
SAND CASTINGS
Sederal"
AA-A0101
AA-A0101
AAS0101
AA-N0101
AA-A-101
Tempers
As 0ast
T0, TT
T0, TTT'0
T4, T1
As 0ast
T4
0.0% Mg0
0.0% Ni0
214 TT.T% M60
Nominal SompositionT
122 T10.0% 0u, 1.0% 0e,
142 T4.0% 0u, 1.0% Mg,
195 T4.0% 0u0 .
220 do o% Mg0
43 T0.0% Si0
See notes on page 1T.
000 1Continued
Structural fittings,
crankcases
0ylinder heads, small
engines
Structural fittings
Navy5
41A1
Army-Navy2
((
Aeronautical
T0A0A-
101
0ederal
T0A0A0
104
SAND CkSTmGS-Concluded
Sederal1
AA-A-101
AA0A101
AA0A0101
Tempers
T1
T'
T4, T1T*0
0.0% Mr0
0.0% Mg, 0.T% 0i,

0.T% Mn0
356 T7.0% Si, 0.3% Mg0..
355 T1.3% 0u, 0.0% Si,
A355 T1.4% 0u, 0.0% Si,
2 Revisions not indicated. Refer to latest issue.
' T specification does not cover T0 temper.
4 A.N specification covers T6 temper only.
TAB0E 0
. Concinurf
Typical Aircraft Nsee
Tank fittings
Engine pistons
Structural fittings
Miscellaneous engine
parts, landing wheels
Structural fittings and
miscellaneous engine
parts
Small engine parts
NavyT
41A10
41A10
41A10
41A10
41N10
41A10
Army-Navy2
Aeronautical
PSSS TD CASTINGS
* IAN(- .
T0A-A
ATAA0A-
109 (
T0A0N0
3T3 T00

T0A0A0
3T1 T30
101 T60
Sederal2
AA-A-091
AA-A-091
AA-A0091
AA-A-091
AA-A-091
AA0A091
Tempera
T01, T230
TT, T071
T4
T4, T1
T4, T1
A132 T0.T% 0u, 0.T% 0e,
10.0% Si, 1.0% Mg,
0.0% Ni0
142 T4.0% 0u, 1.0% Mg,
0.0% 0i0
B195 T4.0% 0u, 0.0% Si0..
0.0% Mg0
356 T7.0%Si, 0.3%Mg0. .
43 T0 0% Si0
355 T1.3% 0u, 0.0% Si,
TA00 1Concluded
Junction boxes, small
housings and covers,
misc. small non-
structural parts
NavyT
41A10
41A10
41A10
Army-Navy3 .
I 0.
Aeronautical
T0AS0
T11
T0A0A0
311
T0A0A
DIS CASTINGS
311
Sederal1
AA0A091
AA-A-091
AA0A091
Tempers
As 0ast
As 0ast
As 0ast

13 T10.0% Si0
85 T4.0% Gu, 0.0% Si0. .
218 TT.0% Mg0
2 Revisions not indicated. Refer to latest issue.
s T specification covers T4 temper.
4 T specification covers TT temper.
5 T specification covers T4 and T1 tempers.
8 T specification covers T1 temper.
GENERAL
INFORMATION
TABLE 2
Approximate Inside Radii for 90 Cold Bend in Sheet
Minimum permissible radius varies with nature of forming operation, type of
forming equipment and design and condition of tools. Minimum working
radius for given material or hardest alloy and temper for a given radius can be
ascertained only by actual trial under contemplated conditions of fabrication.
The values in this table may be considered a relative index of workability.
Alloy and
Temper
Bend
Classification1
Alloy and
Temper
Bend
Classification'
2S-0
24S-0 (2)
2S-MH
24S-T (2) ()
iS-y2H
24S-RT (*)
2S-H
S2S-0

52S-MH
3S-0
SS-J^H
52S-%H
ss-y2n
52S-H
SS-^H
SS-H
61S-0
61S-W
61S-T
For corresponding bend radii see table below.
Mclad 24S can be bent over slightly smaller radii than the corresponding
tempers of the uncoated alloy.
Immediately after quenching, these alloys can be formed over appreciably
smaller radii.
Radii Required for 90 Bend in Terms of Thickness, t
Approximate Thickness
B&S Gauge
26
20
14
GENERAL
INFORMATION
TABLE 3
Conditions for Heat Treatment ol
Wrought Aluminum Alloys
Solution Heat Treatment
Precipitation He
Alloy
Temper-
Temper-
Time
ature,
Deg. F.
Quench
Temper
ature,
Deg. F.
Temi
a tin
14S
930-950
Water
14S-W
335-345
8-12 ho
ITS
980-950
Cold water
4d
A17S

Room
930-950
Cold water
Room
4 di
18S
950-970
Water
335-345
6-10 hoi
24S
910-930
Cold water
Room
4 da
25S
950-970
Water
335-345
8-12 hoii
32S
950-970
Water
335-345
6-10 hout
A51S
950-970
Water
335-345
6-10 hour
58S
960-980
Water
53S-W
345-355
8 hourt
61S
900-980
Water
61S-W

GING
DATA
TU-
Id
>
-.
.5hr
2hrs 6hrs
Iday
Iwk Imo
i'
Ihr lOhrs lOOhrs
AGING TIME
lOOOhrs
(Graph 5A) Room Temperature Aging of 24S, I7S, A17S and 61S
73

AGING
DATA
"ISd 0001 Nl H19N3H1S
74

AGING
DATA
"ISd 0001 Nl Hi9N3lS
75
MECHANICAL
PROPERTIES
TABLE 6
Typical1 Mechanical Properties of
Wrought Aluminum Alloys2
For Guaranteed Minimum Values, See Tables 14 to 21.
TENSION
HARD-
NESS
SHEAR
FA-
TIGUE
Alloy
and
Temper
Yield
Strength5
(Set =
Ultimate
Strength,
Lb./
Sq. In.
Elongation,2
Per Cent in 2 In.
Brinell,
Shearing
Strength,1
Lb./
Endur-
ance
Sheet

Sq. In.
Specimen
IV4 Inch
ound
Specimen
IH Inch
iameter(
SOO-kg.
Thick(
Load
10-mm.
Limit,'
Lb./
Sq. In.
Ball
Sq. In.
2S-0
5,000
13,000
35
45
23
9,500
5,000
13,000
15,000
12
25
28
10,000
6,000
2S-HH
14,000
17,000
20
32
11,000
7,000
MKCHANICAL
PROPERTIES
C O OS OS O O 5 a* t* t- Os 5 5
csoooso s oocsos o s OT c^ o o
O-H-HOO -i FH O O OOOOO
OOOOO OOOO OOOOO
jj
ji|
oo oo oooo o -o o
oo oo oooo o-o-o
55 OO O5OO O -5 -O
to a> c oo co c o t- t- oo -oo oo
Wj
Hp
OOOOO OOOO OOOOO
OOOOO OOOO OOOOO
OOOOO OOOO OOOOO

*e
*i-HCSFHO* -*OOCO O(OO*O*t>
FHtHO* -XCOIXCO COOÔ*O*O*
(Not GuarE
Hardness1
Wd
O5OOO *OOO5 OOOoO
*t-Ol-O CO00Ot> 00O0COOt>
MS^S*
ii~
-O *J ^
O OOOO OOOO OOOOO
O O O O O O O O O OOOOO
OOOOO OOOO OOOOO
iff
>.i>
oomoot- co5a*eo os*o-*ooa*
. &3
FHOi-^<-H-* l-HO*FHO* O*COO*FHCM
B"iJ
a Si
ca
0000*0 oooo ooooo
t"
"2
a|N
1^
COFHrH-HO 00<OOS-^ i-Hrtto-*
OOOOO OOOO OOOOO
MECHANICAL
PROPERTIES
Lb./Cu. In.
t-i>ooFH^- ot-oO
Ol TO O O O O OS O 9S A
OOFH'Hi-Hi-H OOOO
OOOOOO OOOO
OOOO O
OOOO O
GO
"3
5 in us o o
13>
O O C) O Cs
w3
--,2
OOOOOO OO
OOOOOO OO
OOOOOO OO
a3
*3

C&B
00 * r-l to o 01 O0
FHO*OTan03 IXOT
(Not Guarc
Hardness1
P!l
O O O 0 O O OOOO
fflW i-H
* o r-1 o i> os as Ol to os
ression8
3lt
OOOOOO OOOO
OOOOOO OOOO
OOOOOO OOOO
>
*si>
OiOtO"*O*OT t-CO00'f
CO-^COO*CO FHO^FHO*
s3
aa
S8
til
OO0OOO OOOO
a 0,0
COOOOO5 O-*OlO
s>
I (
*p
"3
MECHANICAL
TABLE 9
Typical Mechanical Properties of
Aluminum Die-Casting Alloys *
PROPERTIES
Typical Mechanical Properties1! 2
Ailoy
Tensile
Strength,'
Lb./Sq. In.
Yield
Strength,1
Lb./Sq. In.
Elongation,1
Per Cent in
2 Inches
Endurance
Limit,1
Lb./Sq. In.
13
33,000
18,000
1.8
15,000
85
35,000
19,000
2.7
218
38,000
23,000
5.0
18,000

17,000
1 See page 60 for explanation of terras.
* Tensile properties are average values obtained from A.S.T.M. standard
round die-cast test specimen, }4 inch in diameter.
TABLE 10
\\lowuble Single Shear Strength of Aluminum Alloy Rivets
(Values from ANC-5"Strength of Aircraft Elements," issued by
Army-Navy-Civil Committee on Aircraft Design Criteria)
Rivet
Allowable Shear (Lb.) for Various Rivet Diameters
Alloy
H*
VS
s/f"
H"
A17ST and 56S-H
(?,- 27,000 Ib./sq. in.)
83
186
331
518
745
1,325
2,071
2,984
17ST
(F,u = 30,000 Ib./sq. in.)
92
206
368
574
828
1,472
MECHANICAL
PROPERTIES
TABLE 11
Allowable Bearing Strength of Aluminum Alloy Sheet
Values from ANC-5"Strength of Aircraft Elements," issued 6;
Allowable Bearing Strength (Lb.) for Various Rivet Diameters
Sheet Thickness,
Inches
H*
24S-T SHEET (Fbr = 90,000 lb./sq. in.)
0.014
0.016
0.018
0.020
0.025
0.032
0.036
0.040
0.045
78
90
101
112
140
180
225
253
151
168
210
269
303
337
379
281
360
405
450
506
449
... .i
506
562
632
607
675
759
0.051
286
430
573
716
860
1,147
0.064
360
539
720
899
1,080
1,440
1,800
0.072
405
607
810

202
MECHANICAL
PROPERTIES
TABLE 12
Allowable Strength of Flush-Riveted Joints
100 HEAD ANGLE RIVETS
Values from ANC-5"Strength of Aircraft Elements," issued by
it
MACHINE COUNTERSUNK
DIMPLED
Rivet
Rivet Diameter, Inch
Rivet
SHEA1
Allowable Str
Pounds Per
Alloy
Alloy
ys
A17S-T
24S-T
186
206
241
331
368
429
518
574
670
745
828
966

17S-T
A17S-T
17S-T
24S-T
276
300
350
480
530
620
735
810
950
1020
1130
1325
Thickness
of
Thickness
of
Thinnest
Sheet,
Inch
Thinnest
MECHANICAL
PROPERTIES
TABLE 13
Shear Strength of Spot Welds
Metal Thickness,1
Inches
Shear Strength in Pounds
Alclad 24S-T
S2S () and 61S (')
0.012
0.016
0.020
80
110
140
75
105
137
0.024
0.028
0.030
174
214
235
170
200
217
0.035
0.045
290
345
405
260
310
365
0.050
0.065
0.070
465
705
427
632
705
800
0.080
0.090
1,025
1,265
852
1,000

0.040
Minimum strength required for qualification under U. S. Array Air Corf
Specification No. 20011-B. Single spot specimens tested in shear.
1 The tabular values are approximately 65 per cent of actual average result.
The use of spacing less than eight times metal thickness or edge distance
less than four times metal thickness will substantially decrease the strength
of spot welds.
2 When sheets of different thicknesses are joined, strength listed for thinner
sheet applies.
3 Any temper.
82
MECHANICAL
TABLE 14
Mechanical Properties Specifications
Sheet and Plate 2S, 3S, 52S
SHEET
Grade
and
Temper
Tensile
Strength,
Lb./Sq. In.
Minimum
Except for
Soft (O)
Temper
Minimum Elongation,1
Per Cent in 2 Inches
.249"-
.204"
5-6
Gauge
.203*-
.162"
7-9
Gauge
.161*-
.114"
10-16
.113*-
.051"
17-20
Gauge
.050*-
.032"
21-24
Gauge
.031*-
.020"
25-28
Gauge
.019*-
.013"
29-32
Gauge
.012*-
.008"
33-35
Gauge
.007"-
.006"
iS-0

Gauge
15,500 (2)
30
30
30
30
25
20
15
15
15
14,000
MECHANICAL
PROPERTIES
TABLE 15
Mechanical Properties of Aluminum Alloy Forgings'
Minimum Specification Values
Typical Values
(Not Guaranteed)
Alloy
Tension5
Hardness1
Shear
Fatigue
Demit;
Yield
Strength1
(Set =
0.2%),
Lb./
Sq. In.
Ultimate
Strength.
Lb/
Sq. In.
Elon-
gation,1
Per Cent
in 2
I riches
Brinell,

Shearing
Strength,1
Lb./
Sq. In.
Endurance
Limit,1
Lb./
Sq. In.
500-kg.
Load
10-mm.
Ball
Lb./
Cu. In.
14S-T
50,000
30,000
40,000
30,000
65,000
55,000
55,000
55,000
10.0
16.0
10.0
16.0
125
100
100
100
45,000
36,000
16,000
15,000
14,500
15,000
0.101
0.101
0.108
0.101
TAB0E 06
Minimum 0ongitudinal and Transverse Mechanical Properties of Aircraft Fittings Stock 0
T.Longitudinal properties are guaranteed; transverse properties not guaranteed0
Sreater than T* x T*
or 6S sq. in.
Trans.
00,000
0,000
10,000
4'000
Tong.
00,000
30,000
10
10,000
00,000
Np to T' i T"
or 6S sq. in.
Trans.
00,000
0,000
10,000
4'000
Tong.
03,000
30,000
10
10,000
00,000

Sizes T
Np to 6" i 6"
or 36 sq. in.
Trans.
00,000
0,000
',000
30,000
10
T,000
00,000
Tong.
0,000
T0,000
0,000
30,000
0,000
00,000
10
Np to 0" i 0*
or 20 sq. in.
Trans.
00,000
0,000
0,000
3'000
00,000
30,000
10
MECHANICAL
PROPERTIES
TABLE 17
Mechanical Properties Specifications14 S
Extruded Shapes 1
Temper
Thickness,
Inch
Tensile
Strength,
Lb./Sq. In.
Minimum
Except for
14S-O1
Yield
Strength'
(Set = 0.2%),
Lb./Sq. In.
Minimum
Elongation
Per Cent in 2
Inches or in 11'
(Minimum)
14S-O
0 125 and over
35,000 (2)
12
14S-W
50,000
32,000
12
14S-T

0. 125 and over
0.125 to 0.499
60,000
50,000
0.500 to 0.749
65,000
55,000
0 . 750 and over (3)
68,000
58,000
1 See page 60 for explanation of terms; also additional data.
2 Maximum. So specified to insure complete annealing.
3 The properties apply to sections having a cross-sectional area not over 15
square inches.
86
MECHANICAL
PROPERTIES
TABLE 18
Mechanical Properties Specifications17 S Alloy Products 1
Material
Dimensions,1
Inches
Tensile
Strength,
Lb./Sq. In.
Minimum
Except for
Yield
Strength1
(Set =0.2%),
Lb./Sq. In.
Minimum
Slongation
Per Sent in 2
Inches or in 4 1
IMinimum(
Wire, Rod, Bar and Shapes
17S-0'
17S-0 Wire
up to 0. 124
0.125-8.000
35,000 (2)
35,000 (2)
55,000
12

17S-0 Rod
17S-T Wire
up to 0.124
17S-T
Rounds, squares, 1
hexagons (rolled) J
0.125-3.000
3.001-8.000
55,000
55,000
32,000
32,000
18
16
17S-T
Structural shapes
(rolled)
55,000
32,000
16
17S-T
Extruded shapes
50,000
35,000
12
Forgings
17S-T
up to 4
55,000
30,000
16
87
SPECIFIED
PROPERTIES
TABLE 19
Mechanical Properties Specifications 24S Alloy Products >
Tensile
Strength,
Lb./Sq. In.
Minimum
Except for
24S-O'
Yield
Strength1
(Set = 0.2%),
Lb./Sq. In.
Minimum
Elongation
Per Cent in
2 Inches or
in ;!!>'
(Minimum)
Material
Dimensions,1
Inches
Sheet and Plate
24S-O ()
0.012-0.500
35,000 (2)
12
"0.012-0.020

0.021-0.051
0.052-0.128
,0.129-0.249
64,000
64,000
64,000
64,000
42,000
42,000
42,000
42,000
10
13
15
14
24S-T Flat Sheet (<)
24S-T Coiled Sheet
'0.012-0.020
0.021-0.051
,0.052-0.064
62,000
62,000
62,000
40,000
40,000
40,000
12
15
17
24S-T Plate
0.250-0.500
0.501-1.000
1.001-1.500
1.501-2.000
62,000
62,000
60,000
60,000
40,000
40,000
SPECIFIED
PROPERTIES
TABLE 19 Concluded
Mechanical Properties Specifications24S Alloy Products
Tensile
Strength,
Lb./Sq. In.
Minimum
Except for
24S-CP
Yield
Strength1
(Set = 0.2%),
Lb./Sq. In.
Minimum
Elongation
Per Cent in
2 Inches or
in 4D1
(Minimum)
Material
Dimensions,1
Inches
24S-T Wire
up to 0.124
62,000
24S-T Rounds
0.125-5.500
40,000
14
24S-T

62,000
Squares, hexagons,
octagons (rolled)
0.125-4.000
62,000
40,000
14
24S-T Rectangular bars
(rolled)
up to 24 sq. in.
cross section
62,000
40,000
14
24S-T Extruded
Section thickness:
Less than 0 . 250
0.250 to 0.749
0.750 to 1.499
1. 500 and over (5)
shapes (4)
57,000
60,000
65,000
70,000
42,000
44,000
46,000
52,000
12
12
10
10
24S-O
All
35,000(2)
24S-T
Diameter %" to 2"
Wall thickness:
MECHANICAL
PROPERTIES
TABLE 20
Mechanical Properties Specifications53S Alloy Products
Elongation
Per Cent in 2
Inches or in 4D1
(Minimum)
Tensile
Strength,
Lb./Sq. In.
Minimum
Except for
53S-O'.
Yield
Strength1
(Set =0.2%),
Lb./Sq. In.
Minimum
Material
Dimensions,1
Inches
Wire, Rod, Bar and Shapes
Forgings
53S-O Wire
up to 0 124
19,000 (2)

53S-O (Rolled)
0.125-3.000
19,000 (2)
20
53S-O Extruded
19,000 (2)
18
53S-W Wire
up to 0 124
25,000
53S-W
Rounds (rolled)
0.125-3.000
25,000
25,000
14,000
14,000
18
16
53S-W
Shapes (rolled or
extruded)
53S-T Wire
up to 0 124
32,000
53S-T
Rounds (rolled)
0.125-3.000
3-2,000
32,000
25,000
25,000
14
53S-T
Shapes (extruded or
rolled)
10
53S-T5 (extruded)
All
22,000
16,000
MECHANICAL
PROPERTIES
TABLE 21
SlecHanical Properties Specifications61S Alloy Products '
Elongation
Per Cent in 2
Inches or in 4D1
(Minimum)
Tensile
Strength,
Lb./Sq. In.
Minimum
Except for
61S-O'
Yield
Strength1
(Set =0.2%),
Lb./Sq. In.
Minimum
Material
Dimensions,1
Inches
Sheet and Plate
Extruded Shapes
Tubing
i See page 60 for explanation of terms; also additional data.
! Maximum. So specified to insure complete annealing.
61S-O
0.010-0.020
14

22,000 (2)
0.021-0. 128
22,000 (2)
16
0.129-0.500
22,000 (2)
18
61S-W
0.010-0.020
30,000
16,000
14
0.021-0.250
30,000
16,000
16
0.251-0.500
30,000
16,000
18
61S-T
0.010-0.020
42,000
35,000
0.021-0.250
42,000
35,000
10
0.251-0.500
42,000
35,000
10
61S-O
All sizes
22,000 (2)
20
61S-W
All sizes
26,000
COMMERCIAL
TOLERANCES
TABLE 22
Commercial Thickness Tolerances for Sheet and Plate
Thickness,
Inches
Widths
up
to 36'
Widths
over
36" to 54"
Widths
over
54" to 72*
Widths
over
72' to 90"
Widths
over
90' to 102"
0.249, 0.204\
0.188, 0.156J
4%
s%
6%
7%
8%
0.0045
0.005
0.007
0.009
0.010

0.125, 0.102
0.091, 0.081
0.008
0.004
0.006
0.008
0.064, 0.051
0.003
0.004
0.005
0.007
0 040
0 0025
0 003
0 004
0.032, 0.0251
0.020, 0.018/
0 002
0.0025
0.016, 0.014\
0.012 /
0 0015
0 002
0 010
0 0015
Tolerance in Per Cent of Nominal Thickness or in Inches
Standard1
Thickness,
Inches
Widths
up
to
36"
Widths
Widths
Widths
Widths
COMMERCIAL
TOLERANCES
TABLE 22 Continued
(Plus or Minus)
FLAT SHEET' 61S
(Also 24S and A [clad 24S in Widths to Left of Heavy Line)
Tolerance in Per Cent of Nominal Thickness or in Inches
Standard1
Thickness,
Inches
Widths
Widths
over 36"
to 42"
Widths
over 42"
to 48"
Widths
over 48"
to 54"
Widths
over 54"
to 60"
Widths
over 60*
to 66"
to 36"

up
0 249, 0.2041
4%
5%
5%
5%
6%
8%
0.188, 0.156/
1.125, 0.102
0.0045
0.005
0.005
0.004
0.004
0.004
0.003
0.0025
0.005
0.005
0.005
0.005
0.004
0.007
0.006
0.006
0.006
0.005
0.010
0.008
0.006
0.006
0.O91, 0.081
0.003
0.004
0.O64
0.003
0.004
0.O51
0.003
0.004
COMMERCIAL
TOLERANCES
TABLE 22Concluded
(Plus or Minus)
PLATEALL ALLOYS
Thickness,
Inches
Tolerance in Per Cent of Nominal Thickness
Widths up
Widths over
54" to 72"
Widths over
72" to 90"
Widths over
90" to 120'
to 54"
3.000 to 1.001
1.000 to 0.501
0.500 to 0.375

0.374 to 0.250
TABLE 23
Commercial Tolerances for Sheet and Plate, All Alloys
(.Width, Length, Diameter)
Thickness,
Inches
Widths^
Widths
over 4"
to 18"
Widths
over 18"
to 36"
Widths
over 36"
to 54"
Widths
over 54"
to 72"
Widths
over 72"
to 102'
0.249 to 0.103
0.102 to 0.006
Urn
it
He
Thickness
Lengths
up to 18"
COMMERCIAL
TOLERANCES
TABLE 23Concluded
Commercial Tolerances for Sheet and Plate, All Alloys
(Width, Length, Diameter)
SHEET CIRCLES-SHEARED
Diameter Tolerance (Plus or Minus), Inches
Thickness
Diameters
5" to 18"
Diameters
over 18"
All
SHEET AND PLATE SAWED
Dimension Tolerance (Plus or Minus), Inches
Thickness,
Inches
Dimensions
up to 10"
Dimensions
over 10" to 36*
Dimensions
over 36" to 60*
Dimensions
over 60" to 130*
Up to 3
Ht

&
PLATESHEARED
Width and Length Tolerance (Plus only), Inches
Thickness,
Inches
Width,
Tolerance
Length, Tolerance
Lengths up to
12 Feet
Lengths over
12 Feet to
20 Feet
Lengths over
20 Feet to
45 Feet
1 . 000 to 0 . 501
0.500 to 0.250
1A
l/2
5/S
l/2
Ys
TABLE 24
Commercial Tolerances for Wire, Rod and Bar
Diameter,
Inches
Tolerance, Inches
Diameter,
Inches
Tolerance, Inches
Plus
Minus
Plus
Minus
1.501 to 3. 499
COMMERCIAL
TOLERANCES
TABLE 24 Concluded
Commercial Tolerances for Wire, Rod and Bar
COLD-FINISHED WIRE, ROD AND BAR (ALL ALLOYS)
(Rounds, Squares, Rectangles, Hexagons, Octagons)
Tolerance, Inches
Plus or Minus
Diameter or
Distance Across Flats,
Inches
Rounds
Squares
Hexagons
Octagons
Rectangles
up to 0.0359
0.036 to 0.064
0.065 to 0.500
0.501 to 1.000
1.001 to 1.500
1.501 to 3.000
0.0005
0.001
0.0015
0.002
0.0025
0.003
0.0015
0.002
0.002
0.0025
0.0025
0.003
0.005

0.0015
TABLE 25
Commercial Tolerances of Flattened Wire and Flattened
and Slit Wire-All Alloys
FLATTENED WIRE
(Round Edges)
Dimensions
Commercial Sizes,
Inches
Toler-
ance.
Inches
Plus or
Minus
Dimensions
Commercial Sizes,
Inches
Toler-
ance.
Inches
Plus or
Minus
Mini-
mum
Maxi-
mum
Mini-
mum
Maxi-
mum
Thicknesses
0.010
0.020
0.001
Thicknesses
COMMERCIAL
TOLERANCES
TABLE 26
Commercial Tolerances for Tubing
ROUND TUBING, DIAMETER TOLERANCE
Tolerance, Inches (Plus or Minus)
Individual Measurement of Diameter
(Out-of-Roundness) except Soft (O), or
thin wall tubes1
Nominal Diameter,
Mean Diameter1
Inches
or Pi-Tape Meas-
urement 2S,
24S, 52S,
61S
2S, 52S
24S, 61S
J4 to y-i incl.
0.003
0.003
0.006
Greater than Yi to 1 incl.
0.004
0.004
0.008
Greater than 1 to 2 incl.
0.005
0.010

0.005
0.006
0.006
0.012
0.008
0.008
0.016
0.010
0.010
0.020
0.015
0.015
0.030
0.020
0.020
0.040
0.025
0.025
0.050
ROUND TUBING, WALL THICKNESS TOLERANCE
Tolerance, Inches (Plus or Minus)
Nominal Wall Thickness (T),
Inch
Mean Wall
Thickness1
Individual Measurements
of Wall Thickness
24S, 61S
24S, 61S
2S, 52S
0.010 to 0.035
0.002
10% of T
0.002
0.036 to 0.049
COMMERCIAL
TOLERANCES
TABLE 2ftConcluded
Commercial Tolerances for Tubing
ROUND TUBING, LENGTH TOLERANCESALL ALLOYS
Plus Tolerance
Nominal Diameter,
Inches
Inch
Per Cent
Lengths
2' or
Less
Lengths
over 2'
to 20'
Lengths
over 20'
to 30'
Lengths
over 30'
Coiled
Tubing
To \i incl.
Greater than } to 2 incl.
y*
Ji
3/8
ys

v%
A tolerance of %" per inch of 0. D., or fraction thereof, will apply on the
squareness of all saw cuts.
ROUND TUBING, STRAIGHTNESS TOLERANCEALL ALLOYS.
ALL TEMPERS EXCEPT SOFT
Outside Diameters,1 Inches
Tolerance
%to 12
0.1 inch in 10 feet or one part in 1200 parts of length.
1 Tubing in the soft temper or in diameters less than ^ inch is supplied com-
mercially straight, substantially free from kinks and short bends.
98
STANDARD
SIZES
TABLE 27
Flat Sheet and Plate
Alcoa Standard Sizes
2S-0
24 x 72
36 x 96
24 x 72
36 x 96
24 x 72
36 x 96
24 x 72
36 x 96
24 x 72
36 x 96
24 x 72
36 x 96
24 x 72
36 x 96
24 x 72
36 x 96
24 x 72
36 x 96
24 x 72
36 x 96
24 x 72
36 x 96
24 x 72

36 x 96
24 x 72
36 x 96
24 x 72
36 x 96
2S-HH
24
72
36
96
24
72
36
06
24
72
36
96
24
72
36
96
24
72
36
96
48
144
24
STANDARD
SIZES
TABLE 27Concluded
Flat Sheet and Plate
Alcoa Standard Sizes
Thickness,
Inch
61S-T
24S'
0 and T
Alclad 24S1
O and T
.012
24 X 120
.016
36 X 144
.020
36 x
144
36 x 144
.025
36 x 144
48 x
144
48 x 144
.032
48 x 144
48 x
144
.040

48 x 144
48 x 144
48 x
144
48 x 144
.051
48 x 144
48 x
144
48 x 144
.064
48 x 144
48 x
144
48 x 144
.072
48 x 144
48 x
144
48 x 144
.081
48 x 144
48 x
144
48 x 144
.091
48 x 144
48 x
144
48 x 144
. 102
. 48 x 144
48 x
144
48 x 144
.125
48 x 144
48 x
144
48 x 144
SHEET
SIZES
TABLE 28
Commercial Sizes of 61S Alloy Flat Sheet
In 0, W and T Tempers
Thickness,
Inches
Standard1
Width
Inches
Maximum Rolling Limits
Maximum
Diameter of
Circle,
Inches
Stretcher
Maximum
Width,
Inches
Length,
Feet
0.249-0.136
48
102
24
96
90" x (*)
0.135-0.096
102
24
96

48
88" x (*)
0.095-0.068
48
90
24
90
86" x (*)
0.067-0.061
48
84
24
84
(a)
0.060-0.048
48
72
18
72
(J)
0.047-0.038
48
60
18
60
(2)
0.037-0.030
48
48
18
48
(*)
0.029-0.019
36
42
16
42
(J)
0.018-0.015
SHEET
SIZES
TABLE 30
Maximum Commercial Sizes of Flat Sheet and Plate
24S-RT and Alclad 24S-RT
Rolling Limits Maximum Width, Inches
Thickness, Inches
Lengths up to
Lengths Greater Than
12 Feet
12 Feet to 18 Feet
0.500-0.250
48
0.249-0.136
48
0.135-0.096
48
0.095-0.077
48
0.076-0.061
48
42
0.060-0.048
42
36
0.047-0.088
36
36
36
36

0.037-0.030
0.029-0.024
30
0.023-0.022
24
0.021-0.019
24
TABLE 31
Maximum Commercial Widths of
Heat-Treatable Alloy Coiled Sheet
24S, Alclad 24S in O and T Tempers and
61S in O, W and T Tempers
Maximum Rolling Limit, Inches
Wor T
O and As Rolled
0.102-0.068
24
0.067-0.030
16
24
0.029-0.019
14
24
0.018-0.015
12
24
0.014-0.012
12
16
102
COMMERCIAL
SIZES
If
y, M
"3 *
5 5*
|J
sl
%H ^
O CD
tn >-'
25
on M
31
u cs
S on
SS
s ;
"I
S^
*B
o* 00 O

. . . . o
O O ^ 0 0 O
IS
t- o
.... os
<X ^ t> !-< OS -
.1
.... a* .
00 CO * O O
. . . * OS O
CO OS O ^ OS O
to t- co o o
O CO 0
Of 50 00
FH i i O O* 00 CO
J2
O 0 O 00
to > o o o
* 5 O O
IQ V5 ^< *ft O O
ximum
5 O CO CO
t- oo o o o
-* o to o
t> O -^ O CO O
0)
|l
a* 00 OT 00
i CM O * 0O CO CO
i-H t- 5 O
ooooo
* * FH O O O
*f * i-H O O O
^3
NOT0S TTA00 320
Notes:
1. In some cases larger sizes can be produced by means of
special manufacturing practices; requirements for larger
sizes should be the subject of special inquiry. In many
cases the maximum sizes listed are determined by available
flattening equipment rather than rolling capacity, in
which cases larger sizes may be produced in the soft T00
temper. These are not listed since these alloys are used
almost exclusively in the heat-treated tempers. 0or thick-
nesses or lengths intermediate between those listed, avail-
able dimensions are in proportion within the limits of
manufacturing equipment, and will be quoted on request.
0. The dimensions shown are subject to the following limi-
tations:
Ta0 The maximum limit in length of plates in these alloys
in the soft T00 temper is 30 feet.
Tb0 Maximum diameter of circles same as maximum width
of plate.
Tc0 0latness. The degree of flatness which can be obtained
depends upon the alloy and temper, and upon the di-
mensions of the plate. The maximum degree of flat-
ness in these alloys in the heat-treated tempers, in
thicknesses over Yi inch, can be supplied in lengths
up to 100 inches.
Td0 Shearing. Unless otherwise specified, plates in all com-
mercial widths in thicknesses up to the limits shown
below are sheared. The minimum widths of sheared
plate are as follows:

Thickness
Minimum sheared width
1 inches
04S, TS
0.000 inch to 0.100 inch
TS ] ( T inches for lengths up to 10
0.101 inch to 0.100 inch I I feet.
04S ( 11T inches for lengths greater
0.101 inch to 0.000 inchj ( than 10 feet.
Thicker plate or narrower widths must be sawed.
Plate circles \TYi inches to 91 inches diameter inclusive
in J4 inch thickness are sheared, unless otherwise
specified. The following sizes are sawed.
Diameters lYl inches to 17Yl inches, thickness J4 inch.
Diameters 7 Yi inches and larger, over \i inch thickness.
Diameters smaller than lYi inches quoted specially.
WIRE, ROD AND
BAR SIZES
TABLE 33
Standard Sizes of Wire, Rod and Bar for Aircraft
COILED RIVET WIRE
Diameter, Inches
17S and
A17S
24S
Diameter, Inches
17S and
A17S
24S
0.061
0.153
0.092
0.184
0.123
0.141
0.310

0.247
WELDING WIRE
Diameter,
Coiled
36-Inch Straight Lengths
Inches
2S-0
2S-H
5% Silicon
2S-0
5% Silicon
He
56
x1
WIRE, ROD AND
BAR SIZES
TABLE 33 Continued
Dimension,1
Inches
Shape
Dimension,1
Inches
Shape
Round
Hexagonal
Square
Round
Hexagonal
Square
AB
AB
AB
AB
l*i
AB
I5/i6
AB
AB
AB
AB
AB
AB
AB
1$
AB
AB
AB
AB
AB
AB
1%
1%
AB
AB
AB
AB
1M
AB
AB

AB
TAULE 33 Concluded
2S( SBSS- B SB BTS SSS S T 0 TST0, S00 I0
W ill Hi,
Thickness, Inches
2M
2K
2M
'
i%
T0
IK
T10
00
00
00
0%
00
00
00
00
00
00

0T 0(
000 34
Alcoa Standard Sizes of Aluminum Alloy Tubing for Aircraft
SA S T 0 TST0"
Wall
| Thickness.
Inch
Outside 0iameter, Inches
3.,
0%
1H
2%
0.100
0.10T
0.030
0.049
0.00
0.10T
0.030
0.049
0.0T
0.00
0.0T3
0.100
0.030
0.040
0.049
0.00

0.090
1 A minimum of T0 per cent by weight will be supplied in definite 00-foot lengths. A maximum of 00 per cent by weight will be
supplied in lengths 0 to l*i feet.
0AU0 35
Commercial Sizes of Streamline Aluminum Alloy Tubing
Squiv.
iam.
of ound
Tubing,
Inches
Sstimated
Weight,
Pound per
Soot
0.041
0.0T
0.049
0.047
0.041
0.090
0.100
0.107
Teast

adius of
Gyration,
Inches
T0
T0
T0
T0
T0
0.170
0.110
Ts0
SSSTI0N STM TS
Teast
Moment
of Inertia,
Inches
T>0
0.0100
0.0019
I3)
Sineness
atio,
Major to
Minor
0.00
T0
T0
()
0.T04
0.944
T30
Area
of
Wall,
Sq. In.
0.03T
TUBING
SIZES
SI
-J u.
IB
en
is
"3
Jfp
0 0-
! ..2
SO
p ill
9M
7v 3

W1S1O IBT3 u
BJ.S-5-g
S< 2
< 5-3-g
0 F- F*
o t- X
f- l F- fH (V
i> <-* t> ce
OS ^ 0 fn
5 X CO 0J
0* 0* O* X
OK X X t-
0 O*
OK X
O5 t>
joo
oooo oooo oooo oooo
f t> f* o
X 5 5
o fW <v
i> o o* o
<* X X X
X CO o
XXX
e a cd -f
t- t^- ~
X F- X ^
rs
-Si ~ ~
oo
x os
H 00 X V
X O* H
V OS CM o
fH ~ 9* CM
30 X
-V CM X
TUBING
SIZES
. S s e S
"CC 3 a
Sit
,ai
MsI>5 h ^ ) t.
X00-*-* 0 t-
0 5 5 <3
0 X 0 CM0(V
X 5 X X
,* X 0 i>
t-H
(SO
sill
SiM
Hr-cO (OI>H^
r X H(H
^Jl 5 *f ^ ^( ^1
OJU5H
a* a* oo
5 0 5 5
5 Cn a* ^ a x
0-^tlr-.s 0 0
a* t> o ^ *ao a -*< o
0 X t> t- X X eM 0O
CM H PlrHHH
O5 W _ 00 (NX-*

HTf-
t- t- X XXXX
o0 X
9* XXM
5 X X
_ X
0X X X X ^ 0C
CM <-< CM CM (N (N (}> CM CM CM CM CM CM, (N CM (f
x x cm F-
X S0
0 t> CM
X CM
Q0
tP t
^X
f X X fH
x^^px cm x
X 5 0 t> CM 5 t-
l-
=3 a J
os x x os
*f OS 5
t- t- i o
us 5 c O5
eo c o cc
os oo 5 s coxusc
<taoeco x go co x
fH
O5 i> o
-H X
TUBING
SIZES
,i g a a 1
at
"5
a <!
w on
X)
on
jiff
So
0<H C
a a1O
E*ts
4j|
S<5
jjjZ

S<5
XXXX
>-J\<-i\-K<-<\ rt\H\M\w\ \eo\ec\
X X X X X S0 X 00 X 00
(M CM X
C5 X CM X
Tf< t- t-
HH
OS OS X o
OS O5 -H 5
fH X OS 00
i> rH X
X CM CM
^Pl t> X
X HOSlS
CMH(M 5 CM 5 t>
HH H
XHHH
H 9) HH
X 0 Of*
cm cm x e*
C0
X X
, t- i>
CM i> 00
t> t>
X t> 0
0 X OS X
FH CM cm CM
OS t> H
î> 9* CM
eo GO 0
t> 00
00
O5
1f _ _
CTco -T"
TUBING
SIZES
. a s i
MASS'S
iSSSfi-H
1-s
,II
fail
52HS
4*&
fa s
=3 Si
Qtel
a S 8
W a a
gal
2^
c^^\W\FH\\ r-5\,-\t-K <\
'f1^ 5 5 o t- x x
IV O5X S500
H0n 0 X t>
FH X <0 X Tp
X X Tp i> â0a*t>
X tP X X X 0 0 0
cm Tf< H a o x x x t-
HINHW 9HH CM 89 CM X CM Tp M
M CM ,
XX-
XC

_ ^
H H a
_ OS GO t>
O5 t--
o o o
co t- <-< t>
CM CM ^ t> r-
Tp o
X -H
OS CM -
Tp t>
^"X
n o* a)
X X -1
OS -H 00 ^
CM 5 t> OS OS
X tP fH X X
X 0 1- OS
oo
XXf
CM
ô^co
CO X rt X
XXXX
o *o o 5 o
Tp tP Tp
XXXXX
(M (M CM CM CM CM CM CM CM
X X X tJ
X t- t>
OS X X oo
CM 5 0 X
HI0
tP tP <0 tP
OS X OS CM 5
t> Tp Tp
o i> Tp t> o
rH OS 0O Tp
tP X X X <-
TABLE 36
Standard Sizes of Rivets with
Chamfered Shank
A = Shank Diameter
B = Diameter of End
C = length of Radius
Formulas
C = 0.25 X A
Radius = 0.3125 X A
t\AA/M
RADIUS^ J
Diameter of Rivet,
Inches
B.
Inches
Diameter of Rivet,
Inches
B,
Inches
0.047
0.118
0.071
0.137
0.092
0.185
Length,
I uchea
Hi
Mi
v.
Mb

His
Diameter (Inches) and Head Type*
ALUMINUM COMPANY OF AMERICA
Sales Offices
AKRON, OHIO 506 Akron Savings and Loan Bldg.
ALBANY, N. Y 90 State St.
ATLANTA, GA 1818 Rhodes-Haveity Bldg.
BOSTON, MASS 20 Providence St., Park Square
BUFFALO, N. Y 1880 Elmwood Ave.
CHARLOTTE, N. C 619 Johnston Bldg.
CHICAGO, ILL 520 North Michigan Ave.
CINCINNATI, OHIO 16th Floor, Times-Star Bldg.
CLEVELAND, OHIO 1520 Midland Bldg.
DALLAS, TEXAS 1701 Mercantile Bank Bldg.
DAVENPORT, IOWA 918 Kahl Bldg.
DAYTON, OHIO :!()e Harries Bldg.
DETROIT, MICH 610 New Center Bldg.
FAIRFIELD, CONN Post Road
HARTFORD, CONN Capitol Bldg., 410 Asylum St.
INDIANAPOLIS, IND 817 Merchants Bank Bldg.
KANSAS CITY, MO 2306 Power & Light Bldg.
LOS ANGELES, CALIF 108 West Sixth St.
LOUISVILLE, KY 1154 stark* Bldg.
MILWAUKEE, WIS 735 North Water St.
MINNEAPOLIS, MINN 1060 Northwestern Bank Bldg.
NEWARK, N. J 2706 Newark & Essex Bldg.
NEW YORK, N. Y. 230 Park Ave.
OKLAHOMA CITY, OKLA 1209 Apco Tower
PHILADELPHIA, PA 123 South Broad St.
PITTSBURGH, PA. {.; ;;;;;;; "* jjg;
RICHMOND, VA 213 Builders Exchange

SAN FR ANCISCO, CALIF 7o Rialto Bldg.
ST. LOUIS, MO 1002 Continental Bldg.
SEATTLE. WASH 1411 Fourth Avenue Bldg.
SOUTH BEND, IND 422 J.M.S. Bldg.
TOLEDO, OHIO 1804 Ohio Bldg.
TULSA, OKLA 1405 Philtower Bldg.
WASHINGTON, D. C 605 Southern Bldg.
WICHITA, KAN 411 Fourth National Bank Bldg.
The word "Alcoa" and the adjacent design are registered
trademarks applied to the products of Aluminum Com-
pany of America, whose technical staff exercises the most
rigid control over every process in the production of Alcoa
Aluminum . . . from the mining of bauxite ore to the pro-
duction of uniform and high quality aluminum and alu-
minum alloys, in every commercial form

Aluminum in Aircraft

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Aluminum in Aircraft

Uploaded by

Copyright:

Available Formats

Generated for aerospike591@gmail.com on 2012-06-11 17:20 GMT / http://hdl.handle.net/2027/uc1.

Generated for aerospike591@gmail.com on 2012-06-11 17:20 GMT / http://hdl.handle.net/2027/uc1.b4444813

Generated for aerospike591@gmail.com on 2012-06-11 17:20 GMT / http://hdl.handle.net/2027/uc1.b4444813

Generated for aerospike591@gmail.com on 2012-06-11 17:21 GMT / http://hdl.handle.net/2027/uc1.b4444813

Generated for aerospike591@gmail.com on 2012-06-11 17:21 GMT / http://hdl.handle.net/2027/uc1.b4444813

Generated for aerospike591@gmail.com on 2012-06-11 17:21 GMT / http://hdl.handle.net/2027/uc1.b4444813

Generated for aerospike591@gmail.com on 2012-06-11 17:21 GMT / http://hdl.handle.net/2027/uc1.b4444813

strengths are increased, there is some sacrifice in the metal's

ability to be worked easily and successfully into intricate

Heat treatment provides another means of increasing the

strength of some of the aluminum alloys. With but minor

exceptions, the aluminum alloys used for structural parts in

aircraft are those which can be heat treated to obtain higher

strengths. When finally installed in the airplane, such materials

must be in the heat-treated condition. The first aluminum alloy

that was successfully heat treated commercially was one

magnesium and manganese. This alloy became known under

the trade name "Duralumin," later shortened to "Dural."

These names are sometimes applied to an entire class of

The principal aluminum alloy used in airplane structures

is called Alcoa 24S by Aluminum Company of America. This

is an improved alloy of the duralumin type, which contains

the same alloying elements as the older 17S alloy, but in

different proportions, and possesses greater strength.

These alloys and others used in the airplane structure

itself are the main subject of this booklet. However, some

data are included on the aluminum alloys that are used in

airplane engines and accessories.

CLASSIFICATION AND NOMENCLATURE

Aluminum alloys are obtainable in either cast or wrought

forms. They may be further classed as nonheat-treatable and

Generated for aerospike591@gmail.com on 2012-06-11 17:21 GMT / http://hdl.handle.net/2027/uc1.b4444813

The different alloy compositions are distinguished by alloy

numbers. Wrought alloys are distinguished from cast alloys

by the letter "S" following this number.

An alloy in the heat-treated temper (such as 24S-T) may be

further cold-worked, such as by rolling, to obtain still greater

strengths. It is then said to be in the "RT" temper. Although

this further rolling reduces the elongation and workability,

gated and formed into other aircraft parts. Alloys in the

ALLOYS AND PRODUCTS

For Heat-Treatable Alloys

Heat treated and quenched but

not aged completely.

Full heat-treated condition.

Heat treated and subsequently

Specific tempers attained by

different heat treatments are

Generated for aerospike591@gmail.com on 2012-06-11 17:21 GMT / http://hdl.handle.net/2027/uc1.b4444813

For Nonheat -Treatable Alloys

Intermediate tempers produced

by cold working various

Full hard temper obtained by

maximum commercial degree

*"W" Temper is applied only to those alloys which require an

artificial aging treatment to produce the fully heat-treated "T"

Generated for aerospike591@gmail.com on 2012-06-11 17:21 GMT / http://hdl.handle.net/2027/uc1.b4444813

ALLOYS AND PRODUCTS 9

high-strength "core" covered on each side with a coating of

relatively pure aluminum which has a high resistance to

corrosion. This coating protects the core in two ways. It

corrosive agents, but also electrolytically protects the core.

This electrolytic protection is given to the cut edges, to

areas where the coating is abraded away and even to rivet