A

ADVISORY GROUP FOR AEROSPACE RESEARCH & DEVELOPMENT

7 RUE ANCELLE 92 NEUILLY-SUR-SEINE FRANCE

I
AGARD Report 570 I
I

-
Stress Corrosion Practical Consideratiom
by G.B. Evans
% this report, on pages 14 and 16 in particular, reference is
made to the long term stability of materials treated to the T73
condition. It is now believed that the work referred to has not
substantiated the suggestion made and the references to the

--
instability ie not justified and should be deleted. It is regretted
if this statement has caused any inconvenience. *'

INITIAL DISTRIBUTION IS LIMITED

FOR ADDITIONAL COPIES SEE BACK COVER
 4, <. . c

AGARD Report 570

" S t r e s s Corrosion - P r a c t i c a l Considerations"

Addenda and E r r a t a

A number of amendments a r e r e q u i r e d t o t h e p r i n t e d
v e r s i o n of t h i s Report i n o r d e r t o b r i n g i t more n e a r l y i n t o
l i n e w i t h t h e most r e c e n t i n f o r m a t i o n and t o c o r r e c t e r r o r s
which occurred d u r i n g i t s production. The f o l l o w i n g amend-
ments should be made:-

1. p.1, 1 2 t h paragraph. The word "not" should be d e l e t e d

so t h a t t h e paragraph r e a d s "There was support for..."

2. p.2, f i n a l paragraph. The f i r s t s e n t e n c e should r e a d

-
"One t h i n g would seem c l e a r " .

3. p.4, 12th paragraph. F i n a l s e n t e n c e should read "If

t h i s is so then can one expect ....
crack?"

4. p.5, T h i r d l i n e . The word " d e f e c t i o n " should r e a d

"defective" .
5. p i s , F i n a l paragraph of S e c t i o n 3. The words "trans-
crys t a l l ic" and " i n t e r c r y st a 11ic" should r e a d " t r a n s -
c r y s t a l l i n e " and " i n t e r c r y s t a 11ine".

6. p.6. The s e n t e n c e s t a r t i n g on t h e 1 1 t h l i n e should

failures.. ." -
r e a d "It i s i n t e r e s t i n g t h a t t h e s t r e s s c o r r o s i o n

7. p.8, 9 t h paragraph. The f i r s t s e n t e n c e should r e a d

I1
There i s no doubt t h a t l a r g e numbers of . . . ' I .

8. p.14, 6 t h paragraph t o be d e l e t e d . See a l s o c o r r e c t i o n

s l i p herewith.

9. p.15. 1st word of 8 t h l i n e should r e a d " t h a t " .

10. p.16,Sth l i n e from bottom. I n s e r t t h e words " i n - s e r v i o e "

a f t e r t h e word % a t e r i a l s t ' .

11. p.18 S e c t i o n 10.2.1., point (b). I n s e r t t h e word "almost"

b e f o r e " c e r t a h l y be exposed".

12. p.19, 8 t h l i n e . M e t e t h e word "temperature" and r e p l a c e

by " t e n s i l e " .
13. p.22, 2nd paragraph of S e c t i o n 11.3. F i n a l sentence
should r e a d "It i s t h e random n a t u r e & complex shapes.."

14. p.23, 3rd paragraph of S e c t i o n 11.6. Delete t h e word

"Is" a t t h e s t a r t of t h e t h i r d s e n t e n c e and r e p l a c e by "It".

15. p.33 - 44.

Appendix I11 should not have been i n c l u d e d i n t h i s p a r t of
t h e Report. Pages 33 -
44 should be removed by
c u t t i n g approximately 1 cm. from t h e bound edge.

The r e f e r e n c e t o t h i s Appendix should be d e l e t e d from

t h e Index of p . i v and from t h e second l i n e of p.11
 AGARD REPORT 5 7 0

NORTH ATLANTIC TREATY ORGANIZATION

ADVISORY GROUP FOR AEROSPACE RESEARCH AND DEVELOPMENT

(ORGANISATION DU TRAITE DE L’ATLANTIQUE NORD)

S T R E S S CORROSION

P.ART I - PRACTICAL CONSIDERATIONS

by

G.B.EVANS, FIM, F Weld Inst, FRAeS, C Eng.

Hawker Siddeley Aviation Limited,

Hatfield. Herts.
England.

This report was produced at the request of the Structures and Materials Panel of AGARD-NATO
 SUMMARY

I
The report is a study of t h e present p o s i t i o n on strpss corrosion from t h e p o i n t of view
of designers and constructor‘s, ‘made-(hnlng;-19B8-f or-the-A~~BCruotur-~~-Ma~~~ls
P-1. The survey is divided i n t o two parks: P a r t I i s ‘ a c o l l e c t i o n of information and
views obtained by t h e author by w r i t t e n questionnaire and v i s i t s and is intended f o r
designers and production personnel i n t h e aerospace industry. P a r t I1 c o n t a i n s a summary of
areas w i t h i n t h e f i e l d of stress corrosion t o which f u r t h e r research could be u s e f u l l y
d i r e c t e d , i n a d d i t i o n t o t h e pure research c u r r e n t l y proceeding on t h e behaviour of s u r f a c e s
and t h e various mechanisms of cracking involved. This-part-is-intended-for-the-AGARD 6 14
S t r ; u c t . a n d - M a t e r ials-Panel,-and-wi-l-l-not-be-a~&l able-for. general -distri-buUon.

RESUME

Le present Rapport e s t une dtude de l’etat a c t u e l des connaissances concernant l a

corrosion sous t e n s i o n du point de vue des ingenieurs d’etudes e t des c o n s t r u c t e u r s effectube
au cours de 1968 pour l e compte de l a Commission “Structures e t Matkriaux” de 1’AGARD.
L’btude se d i v i s e en deux p a r t i e s . La Partie I comporte l e s informations e t les observations
r e c u e i l l i e s par l ’ a u t e u r h l ’ a i d e d’un questionnaire d c r i t e t au c o w s de v i s i t e s , e t est
destinde aux ingenieurs d’etudes e t au personnel de production de 1’i n d u s t r i e a k r o s p a t i a l e .
La P a r t i e I1 c o n t i e n t un rdsumb des s u j e t s , dans l e domaine de l a corrosion sous tension,
auxpuels I1 serait peut-btre u t i l e d ’ o r i e n t e r de nouvelles btudes, en dehors d e s recherches
pures actuellement en c o w s sur l e comportement des s u r f a c e s e t les d i f f b r e n t s mbcanismes
de f i s s u r a t i o n concern&. Cette Partie est destinke & l a Commission “Structures e t
Materiaux” e t ne fera pas l ’ o b j e t d’une d i f f u s i o n gdnkrale.

620.194.2
 CONTENTS

Page

SUMMARY ii

RESUME

1. INTRODUCTION 1

2. STRESS CORROSION - THE PROBLEM 1

3. T H E IDENTIFICATION O F STRESS CORROSION FAILURES 2

4. T H E CAUSE OF STRESS CORROSION FAILURES FROM THE DESIGNER’S VIEWPOINT 5

5. T H E INFLUENCE OF CORROSION PROTECTION 6

6. T H E INFLUENCE OF SURFACE STRESSES 8

7. RESIDUAL STRESS 9
7.1 Inherent Residual Stress 9
7.2 Residual Stress from Manufacturing Operations 9
7.3 Other Aspects of Machining 11

8. T H E MEASUREMENT OF RESIDUAL STRESS 12

8.1 General 12
8.2 Strain Gauge Techniques 12
8.3 X-Ray Refraction Method 12
8.4 Control of Residual Stress 12
8.5 Ultrasound and Residual Stress Determination 13

9. THE CHOICE OF MATERIAL 13

9.1 General 13
9.2 Aluminium Alloys 13
9.3 High Strength Steel 14
9.4 High Alloy Austenitic Steel 15
9.5 Precipitation-Hardening Steels 15
9.6 Other Aspects of Steels 15
9.7 Titanium Alloys 15
9.8 Magnesium Alloys 16
9.9 Copper Alloys 16
9.10 The General Attitude to the Choice of Material 16
9.11 Grain Size 17
9. 12 Directionality 17
9.13 Review o f Designer’s Choice of Material 17

10. OTHER DESIGN CONSIDERATIONS 18

10.1 General 18
10.2 Selection of Form and the Associated Features 18
10.3 Extrusion, Bar and Plate 19
le. 4 Castings 19
10.5 General Considerations 19
10.6 Limits and Fits 19
10.7 Jointing Compounds 20
10.8 Permissible Design Stresses 20
10.9 Conclusion 20

11. PRODUCTION MANUFACTURING METHODS 21

11.1 General 21
11. 2 Residual Stress 21
11.3 Correction of Distortion 22
11.4 Control of Processing 23
11.5, Corrosion Protection 23
11.6 Assembly 23
11.7 Conclusion 23

12. THE PROBLEMS OF COMMUNICATION 24

12. 1 General 24
12.2 The Formation of a Specification System 25

iii
 I

Page

13. CONCLUSIONS 26
1 3 . 1 R e d u c t i o n of R e s i d u a l S t r e s s i n Die F o r g i n g 26
1 3 . 2 R e d u c t i o n o f R e s i d u a l S t r e s s by S t r e t c h i n g 26
13,3 S h o t - P e e n i n g 27
13.4 P r o t e c t i v e Treatments 27

ACKNOWLEDGEMENTS 27

APPENDIX I F u r t h e r Reading
A s e l e c t i o n of p a p e r s a n d b o o k s t h a t h a v e b e e n b r o u g h t t o t h e
author's attention during the survey 28

APPENDIX I1 A list o f t h o s e who h a v e t a k e n p a r t by q u e s t i o n n a i r e o r

direct discussion during v i s i t s 30

APPENDIX I11 Form of a t y p i c a l c o n t r o l p r o c e d u r e 33

iv
 STRESS C O R R O S I O N

PART I - PRACTICAL CONSIDERATIONS

G.B.EVANS, FIM. F Weld I n s t , FRAeS, Cmg

1. INTRODUCTION

This r e p o r t describes t h e study of t h e design and production aspects of stress corrosion within t h e North
A t l a n t i c Treaty Organization made under t h e auspices of t h e Stress Corrosion Panel of t h e AGARD S t u c t u r e s and
Materials Panel. The study has involved some 20 v i s i t s t o material suppliers’ f a c t o r i e s . accessory f a c t o r i e s .
main constructors’ works and t h e research l a b o r a t o r i e s of Governments and Industry i n Europe and North America
and a w r i t t e n survey involving somd 70 questionnaires t o o t h e r s not v i s i t e d .

2. STRESS C O R R O S I O N - THE PROBLEM

The f i r s t and obvious problem is t o d e f i n e what stress corrosion is and t o form t h e b a s i s of t h e survey.

It would seem t h a t it means d i f f e r e n t t h i n g s t o d i f f e r e n t people. Only one f e a t u r e appears t o be c o n s i s t e n t ;

e a r l y f a i l u r e by stress corrosion must be t h e r e s u l t of an applied steady stress.

It is evident t h a t some s o r t of environment is then necessary, but t h e mechanism by which f a i l u r e occurs

probably v a r i e s , depending on t h e environment and t h e material being discussed.

There would seem l i t t l e doubt t h a t , although s e r i o u s cracking of copper a l l o y s and c a u s t i c embrittlement of

steel i n r i v e t e d b o i l e r s has been known and discussed f o r many years, t h e term “ s t r e s s corrosion” always seems
t o b r i n g t o t h e minds of members of t h e aerospace industry t h e f a i l u r e of t h e aluminium a l l o y s i n t h e common water
damp environments i n which space v e h i c l e s operate.

Admittedly, of more recent years t h e b r i t t l e f a i l u r e of s t a i n l e s s s t e e l s , high t e n s i l e s t e e l s and, even more

r e c e n t l y , t i t a n i u m a l l o y s is beginning t o be appreciated. Nevertheless, t o a l l but t h e s p e c i a l i s t . t h e term stress
corrosion always brings aerospace engineers t o t h e aluminium a l l o y s .

Thus, following t h e lead of t h e papers at t h e Amsterdam Symposium and t h e Two-Day Symposium i n Turin, s t r e s s
corrosion, is here taken t o mean t h e early b r i t t l e failure of m a t e r i a l due t o a permanently applied s t a t i c stress
considerably below its normal t e n s i l e s t r e n g t h when i n its ordinary operating environment, as used i n t h e
aerospace vehicle.

This c l e a r l y means t h a t , as nearly any material can be made t o f a i l i n a wide v a r i e t y of unusual environments,as
f o r instance, i n t h e chemical industry, some specialist s i t u a t i o n s w i l l not be discussed.

The paper w i l l be r e s t r i c t e d t o those environments thought t o be of i n t e r e s t t o t h e majority. S u f f i c i e n t t o

say t h a t anyone who f e e l s t h a t a part is l i k e l y t o be s t r e s s e d i n an unusual environment should make a s p e c i a l i s t
research of t h e very extensive l i t e r a t u r e and then conduct tests d i r e c t l y r e p r e s e n t a t i v e of t h e s i t u a t i o n .

I t is thought s i m i l a r l y t h a t , while t h i s general approach w i l l not be f u l l y acceptable t o t h e s p e c i a l i s t , who

w i l l w i s h t o be specific i n attempting t o d i s c u s s t h e matter i n its many d e t a i l s , t h i s is not t h e purpose of t h e
study, which has been guided towards providing a p i c t u r e of t h e problem f o r - t h e aerospace engineer.

There are many papers and books published on t h e d e t a i l e d mechanism and some of those which have been
p a r t i c u l a r l y drawn t o t h e a t t e n t i o n of t h e author are r e f e r r e d t o a t t h e end of t h i s report.

There was not support f o r t h i s view from t h e engineers v i s i t e d , who seemed t o t h i n k t h e r e were reams of
l i t e r a t u r e which discussed t h e mechanism of stress corrosion but few ways suggested t o t h e practical engineer
of preventing it or reducing t h e r i s k of f a i l u r e from it.

This approach, of course, t e n d s t o s i d e s t e p d i s t i n c t i o n s between stress corrosion and hydrogen embrittlement

and does give rise t o t h e question “What is meant by permanent static s t r e s s ” ?

Almost. a l l o p e r a t i o n a l loads a r e cyclic, even i f t h e y occur f o r t h e f u l l duration of t h e f l i g h t . Thus t h e r e

must be a f r i n g e a r e a where t h e applied s t r e s s is not absolutely steady o r may be repeated at very infrequent
intervals.
2

It is suggested t h a t , a t t h e present s t a t e of knowledge and bearing i n mind t h e accent required of t h i s r e p o r t ,

t h e proper procedure here is t o ignore t h e d i f f i c u l t i n t e r f a c e between f a i l u r e defined as stress corrosion and
f a i l u r e assessed as being due t o corrosion f a t i g u e a t high stress l e v e l s and infrequent a p p l i c a t i o n s of stress.

One aspect needs l i t t l e emphasis; t h e f a i l u r e takes place i n a b r i t t l e manner.

3. THE IDENTIFICATION OF STRESS C O R R O S I O N FAILURES

Before t h e behaviour of materials can be assessed it must be t e s t e d i n t h e laboratory and i n o p e r a t i o n a l

s e r v i c e . While it is f a i r l y obvious when a p a r t has broken i n s e r v i c e before it was intended, it is much more
d i f f i c u l t t o e s t a b l i s h by what mode t h e f a i l u r e occured and how it c o r r e l a t e d w i t h t h e o r i g i n a l t e s t r e s u l t s .
Thus, although improvements of behaviour can be brought about by quite minor a l t e r a t i o n s of heat treatment o r
alloying when determined by c e r t a i n laboratory t e s t s , it is less c e r t a i n t h a t a corresponding improvement of
s e r v i c e behaviour w i l l r e s u l t .

Similarly it is e s s e n t i a l t o c o r r e c t l y analyse s e r v i c e f a i l u r e s , not only t o enable designers t o c o r r e c t t h e

specific problems hut a l s o t o ensure t h a t t h e appropriate accent is placed upon t h e background research f o r t h e
future.

This must be especially t r u e of d i f f i c u l t modes of f a i l u r e associated w i t h environment, such as s t r e s s

corrosion, corrosion f a t i g u e and others. Methods of test f o r stress corrosion are being s t u d i e d by Dr Piper'.

The present survey has t r i e d t o take i n t o account some aspects of t h e operational considerations i n view of
t h e i r importance t o t h e o v e r a l l assessment of t h e problem.

Several problems come t o mind.

( i ) F i r s t l y , what does a s t r e s s corrosion f a i l u r e look l i k e ?

It would seem, as s t a t e d i n t h e previous s e c t i o n , t h a t t h e mechanism of delayed f a i l u r e is very d i f f e r e n t

f o r d i f f e r e n t materials, and perhaps i n d i f f e r e n t environments too.

I n recent years e l e c t r o n micrograph fractography has been used. A s e l e c t i o n of t y p i c a l fractographs is given

i n a valuable handbook* , which was found i n many i n d u s t r i a l and research l a b o r a t o r i e s . Nevertheless most workers
s a i d t h a t t h e i d e n t i f i c a t i o n of f a i l u r e s due t o s t a t i c stress i n a corrosion environment was not p o s i t i v e .
Bearing i n mind t h a t t h e e l e c t r o n microscope has only been i n widespread use f o r some f i v e years, it does not seem
c e r t a i n t h a t a l l t h e f a i l u r e s , t h a t were t h e primary cause of t h e accent upon stress corrosion i n f a c t f a i l e d
from t h i s case.

From t h e survey, t h e author does not b e l i e v e t h a t t h e n or now c o r r e c t i d e n t i f i c a t i o n is being made. A significant

c o n t r i b u t i o n would be made by a study of t h i s i n g r e a t e r depth.

( i i ) The actual equipment a v a i l a b l e and t h e standard of t h e s t a f f v a r i e s from place t o place and so does t h e
organization f o r examining s e r v i c e f a i l u r e . I n some c o u n t r i e s a l l f a i l u r e s a r e returned t o government e s t a b l i s h -
ments where considerable e x p e r t i s e is developed. I n o t h e r s t h e firm responsible f o r t h e a i r c r a f t type conducts
t h e metallurgical examination. I n t h i s area p a r t i c u l a r l y t h e standard v a r i e s considerably.

(iii) It is suggested t h a t from t h i s source a r i s e s t h e p o s i t i v e a s s e r t i o n t h a t stress corrosion f a i l u r e s are

p r i m a r i l y due t o inherent r e s i d u a l s t r e s s .

If f r a c t u r e f a c e s more n e a r l y represent t h e f r a c t u r e s seen on laboratory t e s t specimens when examined at low

power, then stress corrosion is diagnosed.

Nevertheless it has been a s s e r t e d by two l a b o r a t o r i e s of some d i s t i n c t i o n t h a t t h e i r diagnoses based on such

appearances have been found, by more modern assessment, t o be i n c o r r e c t .

( i v ) The problem is made more d i f f i c u l t when one examines t h e p o s i t i o n s i n terms of

(a) crack i n i t i a t i o n ,
(b) crack propagation.

It would seem, from t h e survey of f a i l u r e s discussed l a t e r , t h a t f a t i g u e is t h e more usual cause of f a i l u r e

i n aircraft, although it is by no means c e r t a i n whether t h i s means t h e i n i t i a t i o n and propagation or only one
or t h e other.

One t h i n g is c l e a r . The f a i l u r e s can be divided i n t o d i f f e r e n t classes, as follows:

(a) I n i t i a t e d by corrosion f a t i g u e .
(b) I n i t i a t e d by stress corrosion.
(c) Propagated by corrosion f a t i g u e .
(d) Propagated by stress corrosion.
 3

I n t h e case of corrosion f a t i g u e it seems t o be f a i r l y widely agreed t h a t i n i t i a t i o n can be prevented by

various surface treatments and t h a t t h e s e r i o u s aspect of environment can be n u l l i f i e d by s u i t a b l e naints.

The aspects of crack propagation under dynamic stress conditions are then studied t o ensure t h e r e l i a b i l i t y
of t h e s t r u c t u r e s by designing t o c r i t i c a l crack lengths and introducing crack stoppers, s o f a r as r e l a t i v e l y
large t h i n s t r u c t u r e s are concerned (Safe L i f e Philosophy). Not as much work has yet been done t o e s t a b l i s h
t h e behaviour i n t h i c k specimens.

With s t r e s s corrosion most of t h e background work on m a t e r i a l behaviour i n t h e past has been done on unnotched
specimens and often without very s e r i o u s consideration of t h e surface preparation. Very wide scatter of test
r e s u l t s caused t h e method t o f a l l i n t o d i s r e p u t e and t h e pre-cracked specimen came i n t o use; t h i s is a method
more amenable t o mathematical comparison, yet information on t h e nature of t h e s t r e s s corrosion crack i n i t i a t i o n
would seem v i t a l .

W e now know t h a t cracks can propagate very r a p i d l y i n some t h i c k materials under a static stress when i n a
s u i t a b l e environment and t h e s e materials may have a very small c r i t i c a l length at a given stress l e v e l , as f o r
some high strength aluminium a l l o y s , but t h i s does not n e c e s s a r i l y imply t h a t those same cracks were i n i t i a t e d
i n t h i s manner, nor is t h i s proved by t h e f a c t t h a t t h e p a r t m a y have a very high i n t e r n a l stress. Had t h e crack
not been i n i t i a t e d , t h e poor propagation c h a r a c t e r i s t i c s of t h e material would not have mattered.

A s discussed later, t h e r e has not been so much a c t i v i t y i n t h e study of stress corrosion prevention by s u r f a c e
treatments as of corrosion f a t i g u e prevention. Such t es t s as became a v a i l a b l e t o t h e author during t h e survey
suggest t h a t t h e common methods of protection, as g e n e r a l l y applied, are not l i k e l y t o prevent stress corrosion
f a i l u r e , y e t a l l t h e replies t o t h e questionnaires suggest t h a t t h e industry believes t h a t they do. There must
be a background reason f o r t h i s apparent c o n f l i c t . One s o l u t i o n could be t h a t corrosion f a t i g u e is a more l i k e l y
cause of crack i n i t i a t i o n t h a n was previously thought, another t h a t a l l t h e f a i l u r e s diagnosed have not been due
t o stress corrosion and, f i n a l l y , t h a t f o r some reason t h e p r o t e c t i o n used i n practice is generally of more value
than tests suggest.

Let u s now t u r n t o t h e question of crack propagation. Does t h e case of continued s t a t i c s t r e s s arise i n

p r a c t i c e i n most aerospace vehicles? Almost everyone says yes and p o i n t s t o t h e hoop t e n s i o n s t r e s s e s i n pressure
v e s s e l s - hydraulic accumulators and t h e l i k e . B u t is t h i s r i g h t ? Most p a r t s of an aerospace v e h i c l e i n s e r v i c e
are subjected t o changes of stress, e i t h e r a few q u i t e large ones o r , as with much hydraulic equipment, a small
r i p p l e upon a constant hoop stress.

Very many of t h e reported s e r v i c e f a i l u r e s have a r i s e n a t f l a s h l i n e s i n forgings. From t h e survey t h i s i s

t h e predominant ascribed position. Research by Hawker Siddeley Aviation has shown t h a t , when a very sharp notch
-
e x i s t s , t h e f a t i g u e behaviour is as i f each r i p p l e were a f u l l 0 max cycle.

In another t e s t case3 by t h e same Company it was found t h a t a crack m a y continue t o propagate under corrosion
f a t i g u e conditions i n a 90 t o n d i n * steel beyond t h e zone which, upon examination of t h e f r a c t u r e , would have
been assumed due t o f a t i g u e before t h e c r i t i c a l condition was achieved and t o t a l f a i l u r e occurred.

Further t o t h i s , during a v i s i t D r Steigerwald, of TRW, Cleveland, USA, showed, by w a y of i n t e r e s t , t h e

s i g n i f i c a n t e f f e c t upon f a i l u r e rate of a high frequency low stress v i b r a t i o n imposed on m a t e r i a l being creep-
t e s t e d near t h e extremes of its a b i l i t y t o reasonably withstand t h e s t a t i c stress.

Could such a load system have a s i g n i f i c a n t e f f e c t upon a material being s t r e s s e d i n a corrosive environment
and near its limits?

There seems every chance t h a t a very l a r g e number of s e r v i c e f a i l u r e s have not been, and are not being,
properly investigated o r diagnosed and t h i s is a matter of very great importance i f our researches a r e t o be
properly d i r e c t e d and our s p e c i f i c modifications t o a i r c r a f t a r e t o be of t h e b e n e f i t expected.

To i l l u s t r a t e t h i s , a case within t h e author’s experience may be worth repeating.

Many years ago a company i n Europe used c a s t i n g s of t h e aluminium - 1% magnesium t y p e because of t h e i r . h i g h

s t r e n g t h and d u c t i l i t y . These were used i n considerable q u a n t i t y and f o r Class I applications.

Several s e r v i c e f a i l u r e s occurred, mostly at l u g s or from holes i n lugs. The cracks were i n t e r c r y s t a l l i n e

and gave t h e appearance of being due t o s t r e s s corrosion.

Work published by Fokker many years before indicated t h a t wrought versions of a similar a l l o y had given
t r o u b l e i n t h e form of r i v e t s , due t o stress corrosion, It was a l s o observed t h a t t h e material w a s not s t a b l e
and t h a t it continued t o harden, presumably by p r e c i p i t a t i o n , a t t h e operating temperatures, over a period of
5 - 10 years. The s t a t i c mechanical p r o p e r t i e s a t f i r s t increased but as time continued they decreased again
while, throughout t h i s period, t h e d u c t i l i t y as determined by t e n s i l e elongation g r a d u a l l y decreased from t h e
o r i g i n a l 12 - 15% t o about 5 - 8%.

. Separate t e s t s indicated t h a t t h i s - b e h a v i o u r w a s accelerated by heating t h e material t o about 7OoC, t h e so-

.called t r o p i c a l i s a t i o n , and when t h i s was done t h e stress corrosion r e s i s t a n c e , origina1:y very good indeed,
f e l l t o a much lower order. Consequently t h e a l l o y f e l l i n t o d i s r e p u t e and i n many cases it use was withdrawn.

I
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The material chosen t o t a k e its place w a s c a l l e d t h e A 1 4% Cu a l l o y which, when f u l l y p r e c i p i t a t e d , has

similar mechanical p r o p e r t i e s although very much lower d u c t i l i t y . I n a very large number of instances t h i s
m a t e r i a l was used t o d i r e c t l y replace t h e A 1 la Mg and, s o f a r as is known, t h e h i s t o r y of t r o u b l e has not been
repeated. The i n t e r e s t i n g t h i n g about t h i s s i t u a t i o n is t h a t t h e Alt 4% Cu a l l o y was used t o replace t h e Al 1% Mg
i n e i t h e r of t h e two a v a i l a b l e forms as seemed expedient, i.e. i n t h e s o l u t i o n - t r e a t e d and naturally-aged
condition or i n t h e s o l u t i o n - t r e a t e d and p r e c i p i t a t e d condition.

Stress corrosion tests indicated t h a t , depending on t h e manufacturing conditions, t h e s o l u t i o n - t r e a t e d material

had extremely good stress corrosion r e s i s t a n c e equal t o t h e A l 1% Mg but t h a t t h e p r e c i p i t a t e d material showed
very poor behaviour under t h e same conditions - much worse than t h e A l l 1% Mg when i n its worst condition.

Further, t h e same type of tests indicated t h a t t h e stress corrosion r e s i s t a n c e of t h e s o l u t i o n - t r e a t e d and

naturally-aged material was a l s o s e n s i t i s e d by t r o p i c a l i s a t i o n , such t h a t its stress corrosion r e s i s t a n c e a l s o
became much less t h a n t h e worst case with A l 10% Mg but without t h e accompanying l o s s of static mechanical
properties.

Despite t h e f a c t t h a t t h e tests were made on p l a i n specimens, t h e d i f f e r e n c e . i n behaviour was so marked t h a t

it could not be a t t r i b u t e d t o scatter.

It would seem t h a t i n t h e USA t h e A 1 10% Mg a l l o y has a l s o f a l l e n i n t o d i s r e p u t e as a c a s t i n g a l l o y , although

t h e precise reasons are not clear.

Research conducted s i n c e t h i s time has led t o a more s t a b l e and s t r e s s - c o r r o s i o n - r e s i s t a n t version of t h e

Al 1m Mg alloy, w i t h similar a t t r a c t i v e s t a t i c mechanical p r o p e r t i e s , but conservatism tends t o p r o h i b i t its
introduction.

Thus f o r many years t h e designer has been denied t h e use of an apparently a t t r a c t i v e a l l o y and t h e reason
would seem f a r from c e r t a i n .

More r e c e n t l y a number of s e r v i c e f a i l u r e s have been associated with local s u r f a c e stress caused by grinding
high t e n s i l e or case-hardened steel. Brittle cracks not unlike stress corrosion cracks can be induced i n sub-
sequent treatment or i n s e r v i c e . Research i n t o methods of inspection t o f i n d t h e l o c a l influence of grinding
i n d i c a t e s how very small t h e i n d i c a t i o n s may be and how d i f f i c u l t it is t o d e t e c t them. How many people studying
fractured parts i n t h e p a s t have conducted t h e i r examination of t h e surface i n a s u f f i c i e n t l y d e t a i l e d manner
t o be a b l e t o assert confidently t h a t t h e y had i d e n t i f i e d a l l f a i l u r e s due t o surface d e f e c t s from grinding or
machining?

It would seem t h a t t h e r e can be no c e r t a i n r u l e s which enable p o s i t i v e diagnosis i n a l l cases. With t h e

aluminium a l l o y s it is s a i d t h a t a l l stress corrosion f a i l u r e s are i n t e r c r y s t a l l i n e and f a t i g u e f a i l u r e s are
t r a n s c r y s t a l l i n e . This general statement would seem t o run i n t o d i f f i c u l t y when considering s t e e l , s t a i n l e s s
steels and perhaps titanium.

As already noted t h e precise mechanism of crack i n i t i a t i o n and propagation may be d i f f e r e n t with d i f f e r e n t

metals and circumstances, yet still f a l l within t h e broad band of s t r e s s corrosion s o far as t h i s paper is
concerned. Consequently it would be s u r p r i s i n g i f metallographic study and fractography were, at t h i s stage,
t o provide p o s i t i v e i d e n t i f i c a t i o n . Nevertheless, by interchange of ideas and study t h e experience can be
c o r r e l a t e d and more r e l i a b l e diagnosis w i l l r e s u l t .

A t t h e time of w r i t i n g t h e a i r c r a f t industry is much exercised over t h e a p p a r e n t s t r e s s corrosion problems

with titanium a l l o y s . Tests i n sea water using a pre-cracked specimen have produced rapid failure. Nevertheless
a d e t a i l e d study by one research laboratory seems t o suggest t h a t under t h e s e conditions t h e crack does not
propagate from t h e t i p of t h e f a t i g u e pre-crack, nor i n t h e same d i r e c t i o n , but i s i n i t i a t e d some d i s t a n c e ahead
of it.

I n another laboratory, studying t h e behaviour of t h e maraging s t e e l s , t h e same general f e a t u r e s were observed

although d e t a i l e d examination of t h e crack growth had not been made t o allow t h e observer t o note j u s t where t h e
crack s t a r t e d . I t seems very probable t h a t , i n t h i s c a s e a l s o , f a i l u r e was i n i t i a t e d ahead of t h e pre-crack.
From t h i s t h e researchers have concluded t h a t f a i l u r e is caused by hydrogen or c h l o r i n e ions being t r a n s m i t t e d
t o a zone of peak stress, which occurs ahead of t h e pre-crack t i p i n t h e three-point notch bend specimen. I f
t h i s is s o then one can expect a crack propagated i n t h i s way t o be d i f f e r e n t from a d i r e c t s t r e s s corrosion
crack.

Dr Steigerwald has shown t h a t t h e environment t h a t w i l l promote s t r e s s corrosion is not always obvious e i t h e r .

I n h i s paper he clearly demonstrated t h e e f f e c t of Viton s e a l a n t s i n contact w i t h hot titanium a l l o y s . Bearing
i n mind t h e care with which c u t t i n g o i l s f o r use w i t h u l t r a h i g h t e n s i l e s t e e l are s e l e c t e d , especially with
respect t o sulphur, it would be valuable t o know whether, under c e r t a i n conditions, t h e widely used polysulphide
s e a l a n t s could promote failures.
I

It is hoped t h a t t h e importance of very d e t a i l e d study on t h e apparently simplest of s e r v i c e f a i l u r e s has

been adequately emphasised:
( i ) P a r t s must be returned t o t h e laboratory f o r examination without any cleaning up or preparation i n any way.
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( i i ) The f u l l e s t possible information must be given on t h e circumstances surrounding t h e f a i l u r e .

(iii) A d e t a i l e d review of t h e design of t h e p a r t should be made.
( i v ) A v i s u a l study of t h e d e f e c t i o n p a r t should be made and techniques such as micro-analysis should be used
t o determine t h e nature of any material on o r around it.
(v) From t h i s , consideration should be given t o how and a t what s t a g e t h e f r a c t u r e can be examined and a
m e t a l l u r g i c a l examination should be made of t h e crack.
( v i ) Care must be exercised a t t h i s s t a g e t o look f o r r e s i d u a l s t r e s s within t h e p a r t or a t t h e s u r f a c e near
t h e crack. Both t h e f r a c t u r e f a c e s and s e c t i o n s taken through t h e cracks can t e l l t h e s t o r y . Often t h e f i n a l
d e c i s i o n s as t o t h e most l i k e l y mode of f a i l u r e w i l l come from t h e elimination of methods which d i d not cause
f a i l u r e r a t h e r than by p o s i t i v e i d e n t i f i c a t i o n of a stress corrosion mechanism.
( v i i ) Unfortunately these s t u d i e s are time-consuming and a r e p a i r of t h e d e f e c t is u s u a l l y pressing, with t h e
r e s u l t t h a t t h e r e is a tendency i n t h i s s o r t of work t o make snap decisions. Of course, t h i s may well have t o be
done and a “fix” produced f o r t h e aircraft. But i n t h e i n t e r e s t s of subsequent design knowledge it would be wise
t o complete t h e d e t a i l s on sometimes almost r o u t i n e i n v e s t i g a t i o n , d e s p i t e t h e pressure of work which always
exists, and not t o leave t h e matter because a decision f o r a c t i o n has t o be taken. I n many ways it would seem
t h a t t h e art of s e r v i c e f a i l u r e i n v e s t i g a t i o n is neglected; few, i f any, textbooks are a v a i l a b l e t o guide t h e
student and, of necessity, experience is o f t e n limited. I t is hoped t h a t t h e volume on fractography being
prepared f o r AGARD by M r Ryder, an acknowledged expert on s e r v i c e f a i l u r e i n v e s t i g a t i o n , w i l l go some way towards
t h i s and w i l l provide r e f e r e n c e s t o o t h e r sources of atlases of fractographs etc. which w i l l be helpful.
( v i i i ) I n general D r U.R.hrans5 and D r P.T. G i l l i e d 6 i n d i c a t e t h a t s i n g l e sharp cracks, t r a n s c r y s t a l l i n e i n
nature, are l i k e l y t o be d r y fatigue. Multiple cracks, t r a n s c r y s t a l l i n e and o f t e n blunted, are l i k e l y t o be
corrosion f a t i g u e . Branching intergranular cracks are l i k e l y t o be stress corrosion. Instances of p a r t i a l l y
i n t e r c r y s t a l l i n e f a t i g u e cracks have been reported and t h e r e is much d i f f e r e n c e of opinion. Of course, it could
be, t h a t , depending on t h e stress programme, cracks are p a r t l y corrosion f a t i g u e and p a r t l y stress corrosion.

Fractography is r e l a t i v e l y p o s i t i v e i n most cases with r e s p e c t t o f a t i g u e , showing small s t e p s , each s t e p being

a s t r e s s cycle. The absence of such s t e p s , when coupled with i n t e r c r y s t a l l i n e f a i l u r e does not of course
guarantee t h a t f a i l u r e was by stress corrosion, but it points i n t h a t d i r e c t i o n . When dealing with an unfamiliar
a l l o y o r environment, it is obviously wise t o r e f e r t o published t e s t s which define t h e form of f r a c t u r e encoun-
t e r e d by t h e material i n question, i n as similar an environment as possible.

The apparently d i f f e r e n t forms of crack formation would seem t o s u g g e s t , t h a t d i f f e r e n t mechanisms a r e involved

f o r corrosive f a t i g u e and s t r e s s corrosion, d e s p i t e t h e constant coupling together of t h e s e two modes i n much of
t h e published l i t e r a t u r e . This similarly raises t h e question of t h e use of a cracked specimen with a - t r a n s -
c r y s t a l l i c crack as a s t a r t e r f o r an i n t e r c r y s t a l l i c f a i l u r e , and what happens during t h e delayed s t a t i c f r a c t u r e
i n i t i a t i o n period?

4. THE CAUSE OF STRESS CORROSION FAILURES FROM THE DESIGNER’S VIEWPOINT

It is clear from t h e survey t h a t most companies have had s t r e s s corrosion f a i l u r e s and t h a t t h e s e have occurred
with a l l metals and a l l o y s .

So f a r as a i r c r a f t are concerned, most people r e f e r r e d t o aluminium a l l o y s . Very few seem t o have problems
with s t e e l and indeed many hold t h e view t h a t steels below 90 tons/in* are immune t o f a i l u r e by s t r e s s corrosion.
One person reported a f a i l u r e by s t r e s s corrosion i n magnesium ard two o r t h r e e reported f a i l u r e s i n titanium,
but only i n s p e c i a l environments r e l a t e d t o t h e halogen content.

It is t h e r e f o r e f a i r l y c l e a r t h a t , whatever inferences are drawn i n t h i s s e c t i o n , must be f i r m l y r e l a t e d t o

t h e aluminium a l l o y s .

The predominant concern of those who r e p l i e d t o t h e e n q u i r i e s was t h e f a i l u r e of forgings, and i n p a r t i c u l a r

d i e forgings, i n t h e s h o r t transverse d i r e c t i o n or f l a s h l i n e . This is a l i t t l e at variance with t h e a u t h o r ’ s
personal experience, where p a r t s made from extrusions, t h i c k bar and heavy p l a t e have a l s o been involved;
admittedly fewer cases have occurred i n m a t e r i a l s of t h e s e forms.

Inherent o r b u i l t - i n s t r e s s has been s t a t e d t o be t h e cause, as noted e a r l i e r , although r e p l i e s t o questions

have been i n s u f f i c i e n t l y d e t a i l e d t o enable an exact assessment t o be made. It seems t h a t one cannot r e a l l y
s i n g l e out a p a r t i c u l a r a l l o y as being t h e cause of trouble. Taking t h i s i n t o account, and bearing i n mind t h e
r e l a t i v e behviour of t h e aluminium a l l o y s when subjected t o stress corrosion t e s t i n g , as f a r as present t e s t s
allow comparison, t h e reason why t h e A 1 Zinc types 7075 T6 and 7079 Trj are s a i d t o have.given s o much t r o u b l e
i n t h e USA could be t h e i r preponderance of use, based on t h e i r a t t r a c t i v e s t a t i c t e n s i l e s t r e n g t h .

I n t h e UK t h e r e were many problems with t h i s type of a l l o y a l s o , but t h e s e do not seem t o have reached such
s e r i o u s proportions on aircraft t h a t had b o i l i n g water quench treatment; t h i s treatment has not been used as
widely i n t h e USA i n t h e past.

It would appear t h a t t h e r e were only t h r e e areas of use which have led t o stress corrosion f a i l u r e s from
o p e r a t i o n a l s t r e s s e s , at l e a s t s o f a r as t h e survey shows.
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These a r e
(i) Hydraulic components, p a r t s machined from bar or forgings and which have been subjected t o prolonged
i n t e r n a l pressure, accumulators etc.
(ii) Aluminium a l l o y b o l t s . F a i l u r e s have occurred around t h e heads of countersunk b o l t s , presumably due
t o poor f i t s .
(iii) Large parts of r o c k e t s , which are s u b j e c t t o high s t a t i c loads.

Among t h e reasons w h y so few parts have been reported as f a i l i n g by s t r e s s corrosion due t o s e r v i c e loads
could be:
(i) Crack propagation by stress corrosion mechanism has not been recognised i n t h e s e r v i c e f a i l u r e s .
(ii) The aerospace v e h i c l e is mainly subjected t o dynamic loading.

It is i n t e r e s t i n g t h a t no stress corrosion f a i l u r e s which have been reported i n t h i s s u r v e y ~ h a v ebeen from

high r e s i d u a l or b u i l t - i n s t r e s s e s which have been s u f f i c i e n t t o propagate t h e cracks t o a-Large s i z e , i f not
t o completely p e n e t r a t e t h e s e c t i o n . Wet f r a c t u r e toughness t e s t s might suggest t h a t s e r v i c e load would have
been s u f f i c i e n t t o develop cracks, however i n i t i a t e d , i n some cases. One can only conclude t h a t they have not
been recognised.

Alternatively. perhaps n e a r l y a l l crack propagation i n a i r c r a f t structures s e r v i c e loads is by a f a t i g u e

mechanism. One cannot h e l p but ask i f t h i s might not mean t h a t many of t h e t r o u b l e s reported previously as being
due t o s t r e s s corrosion were of f a t i g u e i n i t i a t i o n a l s o (see t h e previous remarks concerning f l a s h l i n e s ) .

I n t r y i n g t o r e l a t e t h i s experience t o t h e high t e n s i l e s t e e l s and titanium it would seem t h a t most of t h e

delayed f a i l u r e s of t h e former have been a s s o c i a t e d with hydrogen embrittlement i n one form or another, so f a r as
t i t a n i u m is concerned, except for very special environment no f a i l u r e s have been reported i n s e r v i c e .

Very l i t t l e work seems t o have been done on l a r g e p i e c e s of high s t r e n g t h s t e e l forgings t o a s c e r t a i n t h e

r e s i d u a l stress p a t t e r n . but it is understood t h a t t h i s is now being r e c t i f i e d . One t h i n g w i l l beobvious: t h e
problems of machining high t e n s i l e s t e e l a r e so considerable t h a t t h e r e is a n a t u r a l tendency t o remove as l i t t l e
m a t e r i a l as p o s s i b l e a f t e r f i n a l heat treatment and t h i s f u r t h e r c o n t r i b u t e s t o a favourable s t r e s s s i t u a t i o n .
F i n a l l y experience has shown, presumably from t h e f a t i g u e viewpoint.. t h a t it is d e s i r a b l e t o shot-peen with high
s t r e n g t h f i t t i n g s and t h i s is almost u n i v e r s a l l y done today. It could be t h e r e f o r e t h a t , although t h e s t r e s s
corrosion r e s i s t a n c e of t h e s e steels is u s u a l l y low, circumstances have automatically caused favourable techniques
t o be applied.

The s i t u a t i o n regarding titanium may well be similar. R e l a t i v e l y few d i e forgings have been made, and t h e
n a t u r e of t h e material has so f a r precluded its F e for t h e l a r g e round o b j e c t s t h a t caused so much t r o u b l e with
t h e aluminium a l l o y s . Secondly, most of t h e titanium a l l o y s i n use today a r e not subjected t o a heat treatment
t h a t is l i k e l y t o include s i g n i f i c a n t inherent r e s i d u a l s t r e s s .

It is appropriate at t h i s s t a g e t o r e f e r t o t h e point made by a few people t h a t j o i n t i n g compounds give r i s e

t o high r e s i d u a l assembly s t r e s s i f improperly used. This seems t o o r i g i n a t e from t h e widespread use of t h e
polysulphides as j o i n t i n g and s e a l i n g compounds and t h e concern t h a t t h e j o i n t w i l l be assembled a f t e r t h e
s e a l a n t h a s cured.

From a l l p o i n t s of view t h i s is a p r a c t i c e which should be frowned upon. J o i n t s t h a t are assembled with a

! -
t h i c k layer of i n t e r - f a y s e a l a n t are never t i g h t and torque-tightened b o l t s r e l a x as t h e cured m a t e r i a l creeps.
Consequently it seems u n l i k e l y that s t r e s s corrosion f a i l u r e s w i l l be induced because of t h e r e l a x a t i o n .
C e r t a i n l y j o i n t s made i n t h i s w a y w i l l show poor f a t i g u e behaviour.

I n t h e present s t a t e of knowledge t h e p o s i t i o n seems t o be as follows:

(i) Few s t r e s s c o r r o s i o n f a i l u r e s have a r i s e n from s e r v i c e loads.
(ii) Few s t r e s s corrosion f a i l u r e s have occurred with low a l l o y s t e e l .
(iii) Some have been associated w i t h s t a i n l e s s s t e e l of a l l s o r t s .
( i v ) -None have occurred w i t h titanium as used i n airframes or engines.
(v) Almost a l l such f a i l u r e s have been s a i d t o be due t o inherent or b u i l t - i n r e s i d u a l stress.
( v i ) Almost every s o r t of aluminium a l l o y has given t r o u b l e , y e t d i f f e r e n t c o n s t r u c t o r s have q u i t e d i f f e r e n t
experience w i t h a given a l l o y . Some c o u n t r i e s or companies believe a p a r t i c u l a r aluminium a l l o y is
unacceptable. yet recommend t h e use of an a l l o y which is unacceptable t o another c o n s t r u c t o r or country.

I t seems t h a t it is not so much what a l l o y is chosen as how it is used.

5 . THE I N F L U E N C E O F CORROSION P R O T E C T I O N

Although c o r r o s i o n p r o t e c t i o n comes last i n t h e manufacturing scheme of things, t h e r e would seem j u s t i f i c a t i o n

t o dwell upon it a t t h i s p o i n t f o r reasons t h a t w i l l unfold.
 7

I n r e p l y t o t h e survey, without exception, everyone thought t h a t t h e p r o t e c t i v e treatment played a s i g n i f i c a n t

part i n t h e o p e r a t i o n a l s t r e s s corrosion behaviour of t h e part. Once again, t h i s must be considered i n t h e l i g h t
t h a t most people reported t h e i r experience t o be with aluminium a l l o y s ; if seemed from t h e r e p l i e s t h a t by
p r o t e c t i o n most people meant p a i n t . F u r t h e r , probably because of t h e advent of more advanced hydraulic f l u i d s
e t c . , most people a r e c u r r e n t l y using epoxide primers.

Three f e a t u r e s st*d out from t h e t e s t work on p a i n t and t h e stress corrosion of aluminium a l l o y s :

(i) The i n h i b i t o r s i n most p a i n t systems today a r e chromates and a l l p a i n t systems a r e permeable.
(ii) The general use of chromates does not i n h i b i t s t r e s s corrosion f a i l u r e and may promote i t , depending
perhaps on t h e i r e f f e c t upon t h e PH of t h e s o l u t i o n s and s u r f a c e p o t e n t i a l at t h e metal i n t e r f a c e . This
is shown by t h e use of chromates t o reduce s u r f a c e corrosion i n s t r e s s corrosion t e s t s .
(iii) of t h e r e l a t i v e l y few p a i n t systems t e s t e d , none seems t o have improved t h e stress corrosion l i f e of t h e
part.

I I n t h e same way it appears t o be g e n e r a l l y agreed from l a b o r a t o r y experience t h a t t h e anodising of t h e aluminium

I a l l o y s is no use i n improving t h e s t r e s s c o r r o s i o n r e s i s t a n c e .

It is i n t e r e s t i n g t h a t t h e a t t i t u d e shown by t h e survey supports t h e view that a i r c r a f t c o n s t r u c t o r s , a t l e a s t ,

b e l i e v e t h a t t h e prevention of crack i n i t i a t i o n has an important part t o play i n maintaining s e r v i c e l i f e and t h a t
ways and means of achieving t h i s should be studied.

I, I n t h e main, s t e e l p a r t s have been cadmium p l a t e d and painted. Most s t a t i c delayed f a i l u r e s t h a t have been
r e p o r t e d seem t o have been ascribed t o hydrogen embrittlement, t h e embrittlement developing from t h e corrosion
a t t h e point where t h e r e has been f a i l u r e of t h e corrosion protection.

Bearing i n mind t h a t galvanic a c t i o n has been shown t o prevent or arrest crack propagation under s t r e s s
i c o r r o s i o n c o n d i t i o n s , t h e r e seems j u s t i f i c a t i o n for assuming t h a t , because of t h e d i f f e r e n t p r o p e r t i e s involved,
p r o t e c t i v e methods are e f f e c t i v e with s t e e l .

I t w i l l be r e c a l l e d t h a t , although so f a r as is known t h e method has not been put i n t o p r a c t i c e , t h e a p p l i c a t i o n

of a z i n c c o a t i n g by metal spray has been e f f e c t i v e i n preventing s t r e s s corrosion with aluminium a l l o y s .

Considerable work has been done with s t e e l s i n corrosion f a t i g u e tests and t h i s suggests t h a t not only t h e
e l e c t r o p o t e n t i a l but t h e presence of oxygen i n t h e corroding s o l u t i o n play an important p a r t i n f a i l u r e r a t e .
Similarly chromates a r e s a i d t o i n h i b i t corrosion f a t i g u e b e t t e r than di-chromates. and some m e t a l l i c c o a t i n g s are
s a i d t o be much b e t t e r t h a n o t h e r s , although considerable v a r i a t i o n of results e x i s t s through t h e l i t e r a t u r e .

Copper plate is s a i d t o have an adverse e f f e c t on s t e e l , z i n c t o have a good e f f e c t and b e t t e r than cadmium.

Most p a i n t s , when complete, were b e n e f i c i a l t o some degree. So f a r t h i s degree of d e t a i l does not seem t o have
been s t u d i e d with r e s p e c t t o stress corrosion.

The e f f e c t of various s u r f a c e treatments is given by D.O.Sprou1 et al.’. Their work shows t h a t , i n g e n e r a l ,

p a i n t coatings were more e f f e c t i v e on t h e copper type high s t r e n g t h a l l o y s than on t h e z i n c magnesium containing
s e r i e s . Paint, such as standard z i n c chromate primer, was e f f e c t i v e providing it w a s undamaged, with t h e
I
suggestion t h a t epoxy and polyurethane p a i n t s were more l i k e l y t o be damaged. It is almost c e r t a i n t h a t t h e s e
last two m a t e r i a l s would not leach t h e i n h i b i t o r .

Metallised c o a t i n g s gave good p r o t e c t i o n , even t o t h e e x t e n t of p r o t e c t i n g at a s c r a t c h , i n t h e coating. .

Nevertheless t h e disadvantages of such sprayed coatings, such as t h e i r tendency t o “ s p a l l ” , .is emphasised.

The r e p o r t suggests t h a t e l e c t r o - p l a t e d z i n c would be very b e n e f i c i a l where c o r r o s i o n environments were not

severe and a f i n a l p a i n t c o a t i n g is e s p e c i a l l y b e n e f i c i a l i n safeguarding t h e zinc.

The z i n c - r i c h p a i n t t e s t e d i n t h i s s e r i e s did not perform well, although t h e authors point out t h a t other tms
a r e a v a i l a b l e which have not been t e s t e d .

Epoxy p a i n t s , e s p e c i a l l y strontium chromate epoxy primer, afforded p r o t e c t i o n p a r t i c u l a r l y upon t h e copper

bearing a l l o y type, but it seems t h a t t h i s w a s a b a r r i e r coat only and were i n a f f e c t i v e once mechanical damage
occurred.
I
I An important point made was t h a t , when t e s t s were done on d i f f e r e n t specimen types, so t h a t t h e paint system
w a s applied before or a f t e r s t r e s s i n g , very poor r e s u l t s were obtained when t h e p a i n t w a s applied before
s t r e s s i n g , even though no c r a c k s or s u r f a c e damage could be observed when t h e s t r e s s w a s first applied.

Thus one might expect t h a t , with properly painted components as commonly used today i n areas where physical
damage is not t o o great a r i s k , p a i n t i n g would p r o t e c t p a r t s with high i n t e r n a l stress, but would probably be
l e s s e f f e c t i v e when unfavourable assembly stresses were involved, because most parts are primed before assembly.
Anodising d i d not p r o t e c t a g a i n s t stress corrosion.

Rather less work has heen done with high s t r e n g t h steels; indeed. most of t h e more recent t e s t i n g on titanium
and s t e e l has been with pre-cracked specimens, so f e a t u r e s of t h e p r o t e c t i o n can hardly be s t u d i e d t o t h e same
extent. Nevertheless, work is going on i n many l a b o r a t o r i e s t o t r y t o e v a l u a t e t h e behaviour a t t h e s u r f a c e
a

i n a corroding medium. It has been shown t h a t t h e surface p o t e n t i a l and t h e pH of t h e s o l u t i o n make important

d i f f e r e n c e s t o crack i n i t i a t i o n behaviour. Herr Rozenkranz, of Germany, has done work on t h i s aspect w i t h
aluminium a l i o y s and has a l s o emphasised t h e importance of t h e pH.

&veral.people have s t u d i e d t h e e f f e c t of d i f f e r e n t t e s t s o l u t i o n s and have shown t h a t chromates do not i n h i b i t

stress corrosion f a i l u r e s when used i n concentrations s u f f i c i e n t t o i n h i b i t s u r f a c e corrosion. Others are now
coming t o t h e view t h a t i n h i b i t o r s or agents a t t h e surface can be useful i n delaying t h e onset of f a i l u r e .

6 . THE INFLUENCE OF SURFACE STRESSES

The primary treatment t h a t seems t o be u n i v e r s a l l y accepted as a b a r r i e r t o stress corrosion is s u r f a c e com-

compression. This has been p o s i t i v e l y e s t a b l i s h e d by tests on aluminium a l l o y , has been widely p r a c t i s e d with
high t e n s i l e steels i n s e r v i c e , with apparent b e n e f i t , b u t does not seem t o have been widely s t u d i e d or used
with t i t a n i u m alloys.

The practice may have a twofold e f f e c t :

( i ) To convert t h e surface stresses from tension t o compression.
( i i ) To render normally s t r e s s - f r e e s u r f a c e s very compressive.

Whether t h e b e n e f i t i n preventing crack i n i t i a t i o n is due t o t h e compressive r e s i d u a l stress or t o t h e e f f e c t

t h e working has on t h e metallurgical s t r u c t u r e is not clear. I t is, of course, important t h a t we should know.
Shot-peening is expensive and very d i f f i c u l t t o apply t o complicated shapes. It is d i f f i c u l t , i f not impossible,
a c c u r a t e l y t o judge t h e amount of peening t h a t has been done and it is v i r t u a l l y impossible t o inspect t h e p a r t
t o prove t h a t adequate treatment has been given.

Other f o r m of b l a s t i n g a l s o seem e f f e c t i v e , i.e. vacu b l a s t i n g with alumina particles etc. It is probable

t h a t t h e s u r f a c e stresses can be similar f o r e i t h e r method but t h e e f f e c t i v e depth of t h e treatment is much less
with f i n e r , l i g h t e r particles. It has been suggested t h a t t h e g r e a t e r depth of t h e peended layer is important,
as corrosion is less l i k e l y t o p e n e t r a t e it.

Much more work is needed surrounding t h e use of s u r f a c e b l a s t i n g methods. They have been found t o be so use-
f u l and e f f e c t i v e t h a t it would be n i c e t o be c e r t a i n t h a t no f e a t u r e s e x i s t e d which could reduce t h e confidence
c u r r e n t l y shown i n t h e method.

Some of t h e following points may be p e r t i n e n t :

( i ) Peening must lead t o a balancing r e s i d u a l t e n s i l e stress below t h e surface.Bearing i n mind t h e
behaviour described f o r crack propagation f o r titanium wet f r a c t u r e toughness t e s t s , could t h i s lead
t o a condition where a crack would start i n t h e i n t e r f a c i a l zone? I f so, can t h e a c t i o n of peening be
c o n t r o l l e d t o make a more acceptable gradient?
(ii) Does peening a part which already has a high i n t e r n a l stress aggravate t h e problem?
(iii) Is t h e depth of t h e disturbed layer c r i t i c a l ?
( i v ) When considering t h e f a t i g u e behaviour, peening is u s u a l l y b e n e f i c i a l under conditions t h a t are
represented by r o t a t i n g bending tests. Peening is u s u a l l y not b e n e f i c i a l when t h e specimens are t e s t e d
i n a x i a l tension. Does t h e same apply t o peening f o r stress corrosion prevention?

There is no doubt t h a t large members of aluminium a l l o y a i r c r a f t parts are being f i n i s h e d by vacu b l a s t i n g

and such l i k e treatments, before t h e a p p l i c a t i o n of p r o t e c t i v e f i n i s h e s and t h i s has proved remarkably e f f e c t i v e
i n improving t h e s e r v i c e l i f e . I f t h e l i f e is r e l a t e d l a r g e l y t o crack i n i t i a t i o n , as it is believed t o be i n
corrosion f a t i g u e , then it is t h e immediate s u r f a c e layers t h a t are of significance.

Proof of t h i s could lead t o great economy of production and yet. a t t h e same time, make t h e treatment much
more e f f e c t i v e i n t h a t almost a l l s u r f a c e s could be so t r e a t e d without p r a c t i c a l d i f f i c u l t y . The d i f f i c u l t y
of d i s t o r t i o n due t o t h e treatment would a l s o be much reduced.

To summarise t h i s s e c t i o n , it is suggested t h a t research has shown t h a t - s u r f a c e treatment and surface

p r o t e c t i o n can be very important. Before s e l e c t i n g s u r f a c e coating it would seem t h a t t h e y should be proved by
stress corrosion t e s t s , as not a l l coatings are e f f e c t i v e , even though they may a f f o r d e x c e l l e n t p r o t e c t i o n from
s u r f a c e corrosion.

The p r i n c i p l e s of i n h i b i t i o n by “chromates”. however applied, m a y very well not reduce s t r e s s corrosion unless
t h e concentrations are higher than have h i t h e r t o been considered necessary.

Disturbance of t h e surface, as by a b l a s t i n g treatment, would seem t o be very e f f e c t i v e and t h e p r o t e c t i o n of

t h i s surface layer then becomes an ordinary corrosion p r o t e c t i o n job. It is convenient t o consider t h e surface
behaviour as being due t o t h e r e s i d u a l compressive s t r e s s induced, but t h i s may not be t h e fundamental reason
and research should be continued t o i d e n t i f y t h e mechanism. This could lead t o more c e r t a i n and cheaper
a p p l i c a t i o n than at present.
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7. RESIDUAL STRESSES

From t h e v i s i t s and answers t o questionnaires t h e r e seems l i t t l e doubt i n anyone's mind t h a t most s t r e s s

c o r r o s i o n f a i l u r e s recognised as such a r e primarily due t o inherent r e s i d u a l s t r e s s e s or, t o a l e s s e r e x t e n t ,
subsequently b u i l t - i n s t r e s s e s from assembly. I f it were not f o r t h e s e s t r e s s e s , theproblem of s t r e s s corrosion
would v i r t u a l l y cease t o e x i s t .

7.1 Inherent Residual Stress

Most inherent r e s i d u a l s t r e s s e s arise e i t h e r from heat treatment, which induces a thermal g r a d i e n t within t h e
component, or mechanical work, which leaves an unfavourable r e s i d u a l s t r e s s .

There appears t o be widespread recognition i n m a n y q u a r t e r s t h a t inherent s t r e s s e s a r i s i n g from t h e r a p i d '

quenching of aluminium a l l o y s is a major source of t r o u b l e and t h a t much c a r e must be exercised t o ensure t h a t
t h e compressive s k i n is not removed, t o expose t h e l a y e r s i n t e n s i o n beneath. Several people seemed t o t h i n k
t h i s so elementary t h a t they were s u r p r i s e d t h a t t h e author enquired about it.

Nevertheless only s e l e c t e d a l l o y s a r e c o n t r o l l e d w i t h respect t o t h e quench by many people and s u r p r i s i n g l y

few have procedural systems t h a t ensure t h a t machining sequences a r e adequately c a r r i e d out. Knowledge of t h e
problem does not reduce f a i l u r e s . The knowledge must be put i n t o a c t i o n , and i n t o o m a n y p l a c e s t h i s still seem
not t o be t h e c a s e and is o f t e n t h e reason f o r f a i l u r e .

It is apparent t h a t many of t h e a l l o y s a r e s e n s i t i v e t o t h e quench r a t e with respect t o t h e s t a t i c mechanical

p r o p e r t i e s and t h i s is coupled w i t h a widespread b e l i e f , not n e c e s s a r i l y s u b s t a n t i a t e d , t h a t although t h e slower
quench w i l l reduce t h e i n t e r n a l s t r e s s t h e m a t e r i a l w i l l be rendered more s u s c e p t i b l e t o i n t e r - g r a n u l a r corrosion
as a r e s u l t . Recent work suggests t h a t t h e s e g e n e r a l i s a t i o n s a r e by no means always t r u e . A t l e a s t , i f t h e
s t r e s s e s a r e not g r o s s l y unfavourable t h e m a t e r i a l w i l l not be subjected t o s t r e s s corrosion f a i l u r e and corrosion
p r o t e c t i o n can do much t o look a f t e r t h e other aspects.

Another s o l u t i o n t o t h e problem is t o r e l i e v e t h e i n t e r n a l s t r e s s produced by quenching by subsequent mechanical

s t r e t c h i n g , or compressing. Unless t h e component is simple i n shape t h i s can be very expensive, but it is a very
u s e f u l way of reducing t r o u b l e .

There a r e t h r e e p o i n t s t o consider:
On l a r g e pieces very c a r e f u l c o n t r o l is needed of cold compression t o ensure t h a t a non-uniform, and a t
p o i n t s s e v e r e l y t e n s i l e , r e s i d u a l s t r e s s is not l e f t a t t h e s u r f a c e , or indeed t h a t a gradient is not
induced.
The amount of cold work must, on t h e other hand, be limited o r t h e mechanical p r o p e r t i e s of t h e m a t e r i a l
m a y be adversely a f f e c t e d with respect t o f r a c t u r e toughness, dynamic crack propagation rate e t c .
A t h i r d way of reducing t h e i n t e r n a l s t r e s s l e v e l is t o apply a s t r e s s - r e l i e v i n g treatment a f t e r
quenching. I n t h e case of t h e aluminium a l l o y s t h i s b r i n g s us i n t o t h e f i e l d of t h e complex treatments
developed f o r 7075 A 1 a l l o y , f o r instance. Such treatments not only reduce t h e r e s i d u a l s t r e s s but
a l s o modify t h e s t r u c t u r e and s t r e s s corrosion r e s i s t a n c e of t h e m a t e r i a l a s well.

The s i m p l e ' a p p r o a c h , i s , of course, well known t o prevent t h e season cracking of brass: The c r a z i n g of Perspex
and numerous other p l a s t i c a f f o r d s similar evidence.

Thus by means r e a d i l y a t our d i s p o s a l we can, without undue expense, provide m a t e r i a l s -almost any m a t e r i a l -
i n a c o n d i t i o n of r e s i d u a l s t r e s s t h a t is l i k e l y t o be below t h e threshold s t r e s s of t h a t material. It needs
considerable organisation t o ensure t h a t company i n s t r u c t i o n s and purchasing, sub-contract, and shop procedures,
a r e arranged so t h a t t h i s s t a t e of favourable s t r e s s is always achieved. A very high proportion of people who
a c t u a l l y handle and process t h e p a r t at its many s t a g e s of manufacture a r e not aware of t h e s i g n i f i c a n c e o f , or
t h e reason f o r , t h e methods. Also, personnel c o n s t a n t l y change.

Thus, t o be successful, company o r g a n i s a t i o n must be such t h a t t h e requirements are met, almost independently
of t h e personnel involved. This a r e a is t h e cause of most trouble. The responsible m a t e r i a l s s p e c i a l i s t s and
d e s i g n e r s a r e usually well aware of t h e problem and its s o l u t i o n , b u t o f t e n t h e company does not disseminate
t h e knowledge and f a i l u r e s result.

7.2 Residual Stress from Manufacturing Operations

Under t h i s t i t l e is included s t r e s s a r i s i n g from forming, bending and s t r a i g h t e n i n g , as well a s t e n s i l e
s u r f a c e s t r e s s e s a r i s i n g from machining, grinding e t c .

7 . 2 . 1 Stresses from Forming

Many p a r t s of s i g n i f i c a n t t h i c k n e s s a r e d e l i b e r a t e l y formed i n t o another shape. Many of t h e s e a r e complex
operations and leave complex s t r e s s e s , not al1,unfavourable. of course. The simplest case is t h a t of bending.
When a piece of metal is bent a r e s i d u a l t e n s i l e s t r e s s is l e f t i n t h e inner s u r f a c e . I t so happens t h a t very
many aluminium a l l o y p a r t s a r e so shaped t h a t bending f o r shaping r a r e l y t a k e s place i n t h e s h o r t t r a n s v e r s e
d i r e c t i o n . Nevertheless, it would seem t o be asking f o r t r o u b l e t o bend any high s t r e n g t h aluminium a l l o y
10

p a r t s i n t h e f u l l y h e a t - t r e a t e d condition; yet t h i s appears t o be t h e practice i n s e v e r a l countries. Upon

occasions t h e operation becomes unavoidable. Whenthis happens it is suggested t h a t a f u l l survey of r e s i d u a l
stresses should be made t o ensure t h a t r e s i d u a l stresses of a t e n s i l e nature are below t h e t h r e s h o l d s t r e s s i n
a l l d i r e c t i o n s r e l a t i v e t o t h e g r a i n flow.

The problem of a c t u a l l y measuring r e s i d u a l stress is discussed i n Section 8. U n t i l t h i s is resolved t h e

matter can only be d e a l t with by attempting t o manufacture t o an acceptable standard of r e s i d u a l stress by t h e
use of empirical r u l e s which, while not accurate, can be a u s e f u l guide when based upon stress measurements from
t e s t samples. The real problem would seem t o be t h a t although as previously s t a t e d , t h e stress l e v e l recommended
by some c o u n t r i e s is low, say 10,000 l b / i n 2 , i n t h e t r a n s v e r s e d i r e c t i o n , very l i t t l e is done t o see t h i s is not
exceeded. There are t o o many a r e a s which can lead t o t r o u b l e ; t h e s e include bending t o form sheet and plate and
bending t o c o r r e c t d i s t o r t i o n a r i s i n g from previous manufacturing operations. A large number of parts t h a t are
bent are of plate form and, providing t h e y are t h i n , then i n aluminium a l l o y s t h e danger from stress corrosion
may not be t o o g r e a t . The influence of t h e r e s i d u a l stress upon t h e f a t i g u e behaviour may well be q u i t e a
d i f f e r e n t matter. As soon as t h i c k , long s e c t i o n s or shaped s e c t i o n s are involved, then t h e r i s k of induced
stresses i n t r a n s v e r s e and s h o r t t r a n s v e r s e d i r e c t i o n s of g r a i n flow increases, even with simple bends. Normally
r e s i d u a l s t r e s s e s from t h e s e sources do not exceed t h e proof stress; so, with materials which are heat t r e a t a b l e ,
t h e lower t h e s t r e n g t h at t h e time of working t h e b e t t e r . The a p p l i c a t i o n of stretch-forming techniques overcomes
most of t h e worries. Usually, f o r practical reasons, t h e s o f t e r condition is an advantage.

With steels less experiments has been done. Very h i g h s t r e s s e s may be induced but f o r t u n a t e l y , f o r obvious
reasons, t h e low a l l o y high s t r e n g t h s t e e l s are u s u a l l y formed i n a s o f t condition and heat-treated afterwards.
This may well not be t r u e with t h e a u s t e n i t i c s t a i n l e s s steels. Their s e n s i t i v i t y t o cracking depends on t h e i r
precise composition and t h e environment, but t h e r e is l i t t l e doubt t h a t everyone gets caught sometimes and t h e r e
seems every j u s t i f i c a t i o n f o r a s t r e s s - r e l i e v i n g operation a f t e r any forming whatsoever on class 1 parts.

The case f o r s t r e s s - r e l i e v i n g welded ducting e t c . , which f r e q u e n t l y comes i n t o question, is more d i f f i c u l t .

The l a r g e , h o t - a i r ducts used i n any t r a n s p o r t s f o r t h e f i r s t stages of cabin or de-icing air e t c . can be l e t h a l
i f f a i l u r e occurs. On t h e o t h e r hand, when f a t i g u e t e s t s are done on such ducts, e a r l y f a i l u r e is usually r e l a t e d
t o examples of poor d e t a i l design, and annealing has not been shown t o be of much value. This has t h e r e f o r e not
forced t h e question of high temperature annealing l a r g e and d i f f i c u l t s t r u c t u r e s i n t h e aerospace industry, as
i n some other mechanical and c i v i l engineering p r o j e c t s . For t h e same reason very few companies anneal s t a i n l e s s
steel hydraulic pipes a f t e r cold bending and, again, it is t h e precise shape at t h e bend ( o v a l i t y ) which is s o
important and tends t o mask t h e r e s i d u a l s t r e s s problem. It would perhaps be wise t o review t h i s a t t i t u d e with
respect t o r e s i d u a l stress, i n deference t o t h e r i s k of stress corrosion failure.

The p o s i t i o n regarding titanium is not clear. The author’s experience has only been r e l a t e d t o p a r t s t h a t
have been s t r e s s - r e l i e v e d a f t e r forming, although not a f t e r welding, As s t a t e d e a r l i e r , very few straightforward
s e r v i c e f a i l u r e s have occurred i n a corrosion environment, yet tests show how dangerous t h e s i t u a t i o n might be.
Perhaps t r o u b l e has been avoided because t h e parts made of t h e metal are s t i l l t r e a t e d as special and are given
g r e a t a t t e n t i o n by a l l concerned. S u f f i c i e n t has been s a i d t o i l l u s t r a t e t h e importance of looking a f t e r manu-
f a c t u r i n g techniques of t h i s s o r t . Fortunately a l l work of t h e type r e f e r r e d t o is pre-planned; t h e r e f o r e it is
not d i f f i c u l t t o prepare simple but e f f e c t i v e company rules t o ensure t h a t t h e process i n s t r u c t i o n s which r e q u i r e
t h e manufacturing operations t o be carried out i n t h e r i g h t sequence and i n t h e appropriate heat t r e a t e d
conditions are implemented. It will not happen unless t h e i n s t r u c t i o n s are simple and p o s i t i v e and ensure t h a t
any d i f f i c u l t forming problem is highlighted against t h e background of general work, so t h a t measurements can be
made t o e s t a b l i s h t h e stress p a t t e r n s , i f necessary, and t h e dangerous case can be corrected before t h e parts
reach t h e f i n a l s t r u c t u r e .

7.2.2 Stress from Correction of Distortion

This is t h e more d i f f i c u l t problem s i n c e parts a r e usually at an advanced stage of heat treatment and near
f i n a l dimensions, and it is t h e more complex ones t h a t give t h e most trouble. Correction of d i s t o r t i o n w i l l now
lead t o high l o c a l r e s i d u a l t e n s i l e stress unless great c a r e is taken.

Secondly, none of t h e d i s t o r t i o n is planned; consequently i t s c o r r e c t i o n cannot be l e g i s l a t e d f o r i n advance.

Somehow t h e urge j u s t t o s t r a i g h t e n t h e part on t h e press and carry on must be prevented. Once again, not much
is w r i t t e n on stress corrosion, and not many examples published, but reference t o any textbook on design and
engineering draws a t t e n t i o n t o t h e s e r i o u s influence r e s i d u a l stress can have on t h e f a t i g u e behaviour. It does
not need f u r t h e r evidence of t h e i r presence. Stress corrosion m a y occur, from t h i s cause a l s o , especially i f
t h e r e s i d u a l stress occurs a c r o s s t h e t r a n s v e r s e grain d i r e c t i o n .

I n t h e absence of a “ r e s i d u a l stress meter” few companies have really t r i e d t o c o n t r o l t h e problem. I f t h e

d i s t o r t i o n is spotted by an inspector, a wise man from t h e laboratory o r design o f f i c e goes t o look, and a l l t o o
f r e q u e n t l y ‘‘uses h i s judgement” although, bearing i n mind how small s t r a i n s can r e s u l t i n high l o c a l s t r e s s , it
is d i f f i c u l t t o believe t h i s helps t o safeguard t h e s i t u a t i o n . Of course it can prevent a hard bend made at a
notch or, because of t h i s study, perhaps it w i l l cause p a r t s t o be returned t o a lower h e a t treatment state
when otherwise t h i s would not have happened; but on t h e whole it is a r a t h e r doubtful system. One company has
attempted t o use a y a r d s t i c k of a c t u a l measurement of t h e c o r r e c t i o n s needed, coupled w i t h an empirical formula
based on laboratory tests and measurements, t o obtain at least a semblance of uniformity of a c t i o n from part t o
p a r t and factory t o factory. I f t h i s is coupled with a feedback system t o a stress engineer who has studied
r e s i d u a l s t r e s s , t h e p o s i t i o n is l i k e l y t o be much improved. The r i s k of a bad case s l i p p i n g through t h e system
 11

diminishes and at least some uniformity and c o n t r o l is achieved. A t y p i c a l procedure sheet by t h a t company is
appended t o t h i s r e p o r t t o show what is being attempted. Of course t h i s is not t h e f i n a l answer and some high
stresses may still escape a t t e n t i o n . but a very much improved standard is bound t o r e s u l t , i f only from t h e
general awareness of t h e problem.

7.2.3 Methods of Correcting Distortion

Three ways of c o r r e c t i n g d i s t o r t i o n need wider emphasis and study:

(i) The correction of distortion by shot-peening

This may be limitedrby t h e s u r f a c e f i n i s h required; otherwise a remarkable degree of c o r r e c t i o n can be

achieved by ho1dJr.g t h e p a r t of a j i g i n t h e overbent, but not p l a s t i c a l l y deformed, corrected p o s i t i o n
and then peening t h e face o r i g i n a l l y on t h e i n s i d e of t h e curve.

(ii) The correction of distortion by reverse bending

. This method has been reported by numerous workers but does not seem t o be widely i n use i n t h e a i r c r a f t
industry. It would seem worthy of more widespread consideration.

(iii) Creep forming parts at, say, the precipitation temperature

This needs considerable study, but may have u s e f u l applications.

F i n a l l y , i f t h e main s t r e s s - r e l i e v i n g temperature of t h e material is not above t h e heat treatment condition

of t h a t material, then a l l is well. S t r a i g h t e n and s t r e s s - r e l i e v e , and t h i s brings t h e problem once again i n
focus with t h e “season cracking of brass” s i t u a t i o n t h a t every engineer has studied at some time.

When considering any of t h e s e methods it is v i t a l t o a p p r e c i a t e t h a t some materials may be i n h e r e n t l y changed

by such treatments, a f u r t h e r reason f o r ensuring t h a t a l l cases a r e given very d e t a i l e d consideration. For
instance, t h e A 1 5% of magnesium a l l o y tubing can be rendered less s e n s i t i v e t o stress corrosion by heating at
25OoC f o r 24 hours. Small amounts of cold work applfed a f t e r t h i s treatment w i l l render it s e n s i t i v e again.

7.2.4 Residual Surface Stresses from Machining

As s t a t e d e a r l i e r , it is probable t h a t a s t r e s s corrosion crack may be important i n a dynamically loaded p a r t
simply because it can promote f a i l u r e , , even though t h e s t a t i c stress is s o l o c a l t h a t t h e crack would not i t s e l f
have l e d t o f a i l u r e . Harmful surface s t r e s s e s are l i k e l y t o be i n t h i s category.

The danger of cracking high t e n s i l e steels, case-hardened s t e e l s , e t c . by grind.ing is well known. The next
s t a g e , t h e l o c a l high t e n s i l e r e s i d u a l s t r e s s e s t h a t have not cracked at t h e time, i s l e s s well appreciated.
A f u l l study of t h i s has not yet been made, but already it is clear t h a t c a r e f u l etching procedures and very
c r i t i c a l inspection, looking f o r t h e s l i g h t e s t v a r i a t i o n of surface colour, shows up s u f f i c i e n t t r o u b l e points
t o j u s t i f y t h e concern now expressed.

It seems very l i k e l y t h a t machining by other methods may cause r e s i d u a l s t r e s s e s i n high s t r e n g t h steels a l s o .

Similar surface marks, almost c e r t a i n l y associated with machining, have been observed on titanium p a r t s . but
t h e nature of any r e s i d u a l stresses which may have been associated with them has not been determined. It is
normally s a i d t h a t , a p a r t from grinding, t h e operations of machining, turning, m i l l i n g e t c . produce compressive
surface r e s i d u a l stress unless negative rake t o o l s have been employed.

Thus it would not be expected t h a t aluminium a l l o y s would have high damaging s t r e s s e s from t h i s source.

The prime t r o u b l e with t h e aluminium a l l o y s , as used i n t h e p a s t , seems t o have come from t h e exposure of
unfavourable i n t e r n a l r e s i d u a l stress a r i s i n g from quenching. However, a new s i t u a t i o n i s developing. There is
widespread introduction of t a p e c o n t r o l machine t o o l s which can remove a l o t of metal from l a r g e pieces very
quickly.

The influence of t h e cuts can be so g r e a t , i f t h e s e a r e not c a r e f u l l y programmed, t h a t t h e mechanical

p r o p e r t i e s of very t h i n s e c t i o n s can be affected. P r a c t i c a l cases have a r i s e n . Clearly t h e r e is always a r i s k
of s u r f a c e t r o u b l e s , even under apparently harmless conditions.

7.2.5 Residual Stress from Shearing

I n t h e past many people have had stress corrosion cracking develop at t h e edges of sheet etc. due t o cold-
shearing high s t r e n g t h aluminium a l l o y s i n t h e f u l l y heat-treated condition. I f t h e shears are not p e r f e c t t h e
r e s i d u a l surface s t r e s s e s can be high. Many companies now have i n s t r u c t i o n s t o prevent t h i s happening.

7.3 Other Aspects of Machining

It is i n t e r e s t i n g t h a t few of t h e papers and books on s t r e s s corrosion and t h e stress o r i g i n s r e f e r t o d i r e c t

s u r f a c e s t r e s s e s r e l a t e d t o t h e operation of machining but only t o t h e e f f e c t s of exposure with stress already
12

i n t h e p a r t . It is not unreasonable i n a pager of t h i s s o r t t o draw a t t e n t i o n t o t h e well-known problems of

s u r f a c e s t r e s s e s induced by machining operations i n s t r e s s - c o r r o s i v e - s e n s i t i v e m a t e r i a l s l i k e t h e poly-meth-
a c r y l a t e types. A study of t h e c r i t i c a l production requirements with such m a t e r i a l s i l l u s t r a t e s t h e v a l u e . t h a t
c o n t r o l of t h e similar process with metals might have.

One o t h e r i n t e r e s t i n g e f f e c t of machining has been r e f e r r e d t o by Professor R.W.Staehle”. When w r i t i n g of

Fe Cu N i , a l l o y s such as s t a i n l e s s s t e e l , he reported a d i f f e r e n c e of behaviour with respect t o s t r e s s corrosion,
r e l a t e d t o a d i f f e r e n c e of s u r f a c e roughness, caused by machining or chemical pickling. Unlike t h e case for
f a t i g u e crack i n i t i a t i o n . e l e c t r o - p o l i s h i n g is s a i d i n t h i s case t o be of merit. Logan, however, reported t h a t
e l e c t r o - p o l i s h i n g caused poor s t r e s s corrosion r e s u l t s with high t e n s i l e low a l l o y s t e e l s .

8. THE MEASUREMENT OF RESIDUAL STRESS

8 . 1 General

When d i s c u s s i n g “ A i r c r a f t Corrosion F a i l u r e s ” by C.Bradley-Ward, Mr K.Cornfield of WAF Materials Laboratory

s a i d , “I would l i k e t o comment t h a t i n STRESS corrosion t h e p a r t played by s t r e s s is s o l a r g e it should be
s p e l l e d out i n c a p i t a l s ” . A t t h e same time., i n replying t o a paper by h!r S.Goldberg c a l l e d “Living with S t r e s s
Corrosion i n A i r c r a f t Design”, M r M.Berrington, of De Havilland A i r c r a f t Company of Canada, asked t h e questions,
“How do you c o n t r o l t h e many f a c t o r s without running a laboratory t e s t on any high s t r e n g t h p a r t ? How do you
adeguately c o n t r o l assembly and i n s t a l l a t i o n t o minimise sustained r e s i d u a l s u r f a c e s t r e s s ? ’ ’

The answer would seem t o be t h a t at present, t h e r e is no method a v a i l a b l e . Therefore it Is n e c e s s a r y t o c a r r y out

laboratory t e s t s as p a r t of t h e i n i t i a l t e s t and approvalsystem f o r components and assemblies. For v i t a l parts
t h i s procedure is l i t t l e d i f f e r e n t (and a good d e a l cheaper) from t h e present s t a t i c and dynamic mechanical
s t r u c t u r a l tests t o demonstrate t h e i n t e g r i t y of t h e component with respect t o its s e r v i c e l i f e and applied s t r e s s .
A good d e a l of t h i s s o r t of work is, i n f a c t , done by many companies, with respect t o r e s i d u a l s t r e s s e s from both
quenching and forming operations. The methods do not always have t o be highly s o p h i s t i c a t e d t o be of immense
value.

Any method and technigue may be used for t h e approval of “ f i r s t - o f f s ” but t h e following are most r e a d i l y
available.

Measure t h e specimen, c u t it a p a r t , and then measure t h e change of shape and c a l c u l a t e t h e r e s i d u a l s t r e s s

from t h e d i f f e r e n c e . This method w i l l produce f a i r l y accurate e s t i m a t e s of t h e hoop s t r e s s i n t h i n tubes, or
even i n t h i c k bars and s e c t i o n s . Thin r i n g s a r e c a r e f u l l y cut from them. The r i n g s a r e t h e n measured with f i n e
p o i n t s , say H inch a p a r t , c a r e f u l l y sectioned through t h e gauge length s o measured, and t h e opening or c l o s i n g
obtained with a measuring microscope. Large pieces of metal can be g r a d u a l l y machined along one f a c e , t h e
d i s t o r t i o n determined and t h e s t r e s s estimated. This is c l e a r l y not a method of g r e a t p r e c i s i o n and it is
d i f f i c u l t t o use on complex parts. Nevertheless, it can provide a very useful guide indeed.

8.2 S t r a i n Gauge Techniques

I n p r i n c i p l e , r o s e t t e s of s t r a i n gauges a r e applied a t important or suspect p o s i t i o n s on t h e s u r f a c e of t h e
part. C u t s a r e then made t o r e l i e v e t h e s t r e s s and t h e r e l a x a t i o n is determined. S t r a i n gauges can a l s o provide
a very good i n d i c a t i o n of t h e s t r e s s induced i n assemblies, or models of t h e assemblies, by a c c u r a t e l y determining
t h e . s t r a i n induced.

8.3 X-ray Refraction Method

T h i s is e v e r y r e f i n e d method, more commonly undertaken by t h e p h y s i c i s t than t h e engineer. An X-ray beam is

r e f r a c t e d by t h e atomic space l a t t i c e of t h e metal c r y s t a l s and thus any d i f f e r e n c e s of l a t t i c e form from t h e
standard condition can be assessed and t h e e l a s t i c s t r a i n s o determined can be converted t o a s t r e s s . The method
needs experience, as indeed do a l l t h e o t h e r s , but it w i l l provide a precise answer at a point i n t h e specimen.
It is t h e r e f o r e e s p e c i a l l y u s e f u l f o r determining s u r f a c e s t r e s s e s and gradients. It is f a i r l y . s l o w and . c o s t l y
and normally t h e apparatus w i l l only hold small specimens.

8.4 Control of Residual Stress

I t is not s u r p r i s i n g t h a t when d i f f e r e n t techniques a r e employed on t h e same specimen d i f f e r e n t r e s u l t s can
be obtained, and a good d e a l of experience is needed i n i n t e r p r e t i n g t h e most l i k e l y s t r e s s p a t t e r n .
Ilnfortunately, these techniques a r e not non-destructive and a r e not s u i t a b l e for i n situ shop use. Thus. , a t
present t h e only method of c o n t r o l l i n g t h e r e s i d u a l s t r e s s is as follows:

(i) Material

Check t h e sample or approval piece which has been made t o a strict manufacturing schedule. Modify t h e
manufacturing method u n t i l t h e r e s i d u a l s t r e s s e s a r e acceptable and then ensure t h a t every part is d e
e x a c t l y l i k e t h e sample.
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(ii) Assembly

Determine p r e c i s e l y t h e f i t s i n assembly and check t h e induced stress i f necessary.

(iii) Correction of distortion

Determine i n advance t h e r e s i d u a l stress upon a series of samples and prepare empirical r e l a t i o n s h i p s

t o cover t h e c o r r e c t i o n t h a t is l i k e l y t o be required. Try t o use methods such as shot-peening which
do not leave r e s i d u a l t e n s i l e stresses.

( i v ) Induce favourable residual stress wherever possible

For such processes as shot-peening, r e g u l a r l y treat t h e s u r f a c e of samples and determine t h e d i s t o r t i o n
produced. (Almen Gauges).

8.5 Ultrasound and Residual S t r e s s Determination

An e n t i r e l y d i f f e r e n t approach is being made by an u l t r a s o n i c technique. The method is not yet f u l l y developed
as a production t o o l but maywell be a b i g s t e p forward i n r e s i d u a l s t r e s s determination. A s t u d y of t h e method
has been made by Dr R.L.Gat~re*~. H i s t h e s i s provides a useful series of references t o publications concerning
t h e method. “Product Engineering”, Vol 30, 1959, contains an a r t i c l e “Acousto-elasticity’’ by R. W. Benson and
V.J.Raelson, which provides a source of general information. “The Use of Ultrasonic Waves f o r S t r e s s
Determination”. U S Naval Research Laboratory Report 64-17, 1964, a l s o provides f u r t h e r information. Such a
method may well have t h e b e s t chance of being developed i n t o a “Shop Tool”.

9. THE C H O I C E OF MATERIAL

9.1 General

Almost any, i f not every, material i n use today can be made t o f a i l by a delayed f a i l u r e mechanism i f a
s u f f i c i e n t l y high s t a t i c surface s t r e s s is applied i n an adverse environment. The problem is t o know how t h e ,

stress is applied, how t o reproduce t h e a p p l i c a t i o n f o r t e s t purposes and whether t h e s e r v i c e environment is

detrimental o r not.

The problem is s o acute t h a t n e a r l y every country has set up committees attempting t o produce “standard tests”
f o r stress corrosion behaviour. Despite t h e enormous amount of test work c a r r i e d out and published, no o v e r a l l
c o r r e l a t i o n is possible, because of a l l t h e v a r i a b l e s involved, t o enable materials t o be placed i n a genuine
order of merit f o r design s e l e c t i o n . Further, from t h e remarks made already i n t h i s survey, it is clear t h a t
apparently i n s i g n i f i c a n t changes of m a t e r i a l conditions can markedly a f f e c t t h e stress corrosion r e s i s t a n c e .
Equally, a review of t h e material behaviour i n s e r v i c e does not give much a i d i n t h i s respect. Nearly a l l t h e
f a i l u r e s examined have r e s u l t e d from lack of a t t e n t i o n t o f e a t u r e s of design and production now known t o be
l i k e l y t o cause trouble. The surface treatment, p r o t e c t i v e methods e t c . t h a t have been used d i f f e r very widely,
and one man’s successful choice is another man’s downfall. This makes it seem unlikely t h a t material choice can,
or should, be considered t o be t h e key t o success and emphasises i n a very p o s i t i v e way t h e importance of good
design f o r production and a f u l l engineering appreciation by production departments of t h e f e a t u r e s involved.
Thus, at t h i s point it is not possible, from t e s t d a t a , t o propose an order of merit f o r t h e common materials i n
use with any degree of confidence. Also, it would be a very lengthy t a s k and a r e p e t i t i o n of other reviews t o
survey a l l t h e papers published on t h e s u b j e c t . Nevertheless, an attempt w i l l be made t o d i s c u s s a limited
s e l e c t i o n of t h e published d a t a i n t h e hope t h a t it w i l l a t l e a s t provoke thought regarding some of t h e f e a t u r e s
of s e l e c t ion.

9.2 Aluminium Alloys

The most r e a d i l y a v a i l a b l e and probably t h e most comparative d a t a on s t r e s s corrosion of t h e aluminium a l l o y s
is presented i n t h e various publications by ALCOA Limited. Their Technical Papers summarise t h e information i n
a practical form. A survey paper of t h e Defence Metals Information Centre, B a t t e l l e Memorial I n s t i t u t e ,
Columbus1’, a l s o o f f e r s order of merit f o r t h e aluminium a l l o y s .

These papers show t h a t t h e choice must be associated with t h e manufactured form-forging, extrusion, p l a t e - s o
t h a t t h e component can be made with t h e l e a s t r e s i d u a l s t r e s s and t h e most favourably disposed g r a i n flow. A l l
t h e aluminium a l l o y s a r e t h e most s u s c e p t i b l e t o s t r e s s corrosion i n a plane normal t o t h e s h o r t t r a n s v e r s e
d i r e c t i o n of g r a i n flow.

A t f i r s t s i g h t t h e s e comparisons show t h a t t h e A 1 Zn Mg high s t r e n g t h a l l o y s such as 7075 are very s u s c e p t i b l e

and so a r e t h e A 1 Cu Mg S i a l l o y s 2024 and 2014; depending upon t h e p r e c i p i t a t i o n condition, t h e r e would not seem
t o be r e a l p r a c t i c a l d i f f e r e n c e i n behaviour. Thus 2024 T4 is, i n f a c t , shown as s l i g h t l y worse than 7075 T6.

Recent work has shown t h a t d i f f e r e n t treatments, such as t h e use of d i f f e r e n t cooling r a t e s , as well as

d i f f e r e n t degrees of p r e c i p i t a t i o n , as a r e provided by t h e various DTD s e r i e s of a l l o y s i n t h e UK and T 73 i n
t h e USA, can r a d i c a l l y a l t e r t h e s t r e s s corrosion behaviour when subjected t o t h e same t e s t procedures.
Unfortunately s e r v i c e experience. is not extensive with t h e s e a l l o y s i n t h i s condition.
14

Most of t h e d e - s e n s i t i s i n g treatments are associated with a l o s s of s t a t i c mechanical p r o p e r t i e s , compared

with t h e more conventional treatments, and much of t h e a t t r a c t i o n of t h e a l l o y s is l o s t .

It is clear t h a t much more work w i l l be done with a l l t h e aluminium a l l o y s w i t h respect t o t h e i r heat treatment.

This accent on t h e influence of low temperature heat treatment and its s i g n i f i c a n t e f f e c t s i n behaviour should
not be l o s t when choosing t h e a l l o y and, i n p a r t i c u l a r , t h e processing it w i l l require. Low temperature stoving
treatment, bonding f o r assembly e t c . may e a s i l y upset an otherwise s a t i s f a c t o r y a l l o y .

The other problem is t h a t of long-term s t a b i l i t y . Earlier i n t h i s paper reference w a s made t o t h e p r e c i p i t a t i o n

and reduction of stress corrosion r e s i s t a n c e of t h e A 1 Mg a l l o y s such as BS L53 i f t r o p i c a l i s e d , i.e. heated t o ,
say, 7OoC f o r one month, as might occur i n service. Work done by t h e author suggested t h a t t h i s would a l s o
s i g n i f i c a n t l y reduce t h e stress corrosion r e s i s t a n c e of t h e A 1 Cu type a l l o y s when they were i n t h e s o l u t i o n -
t r e a t e d and naturally-aged condition, no matter i n what form-casting, extrusion p l a t e . With plate and e x t r u s i o n
a plane bend test was made i n t h e s h o r t t r a n s v e r s e g r a i n d i r e c t i o n s only. Recent work h a s suggested t h a t c e r t a i n
of t h e A 1 Zn Mg high s t r e n g t h a l l o y s i n t h e T 73 condition may be adversely a f f e c t e d by such treatments also.

The p r e c i s e composition is of great s i g n i f i c a n c e a l s o . This has been demonstrated by J.Fielding” f o r t h e

DTD 5024 composition, and by BNF Research Association with t h e development of BS L53 t o DTD 5018, t o eliminate
t h e problem already r e f e r r e d t o . Also, as proposed by Polmear and discussed a t t h e AGARD Turin Conference,
s i l v e r additions t o t h e A 1 Zn Mg a l l o y m a y be of assistance.

Despite t h e reference t o t h e T 7 3 ’ t r e a t m e n t and t h e p o s s i b i l i t y of i n s t a b i l i t y , it must be remembered t h a t it

provides a component with very low inherent r e s i d u a l stress and thus might well serve its purpose even i f
t r o p i c a l i s a t i o n s e n s i t i v i t y is eventually shown t o e x i s t .

I t seems t h a t t h e high s t r e n g t h 7075 T 6 or 7078 T 6 type a l l o y s have been used t h e most extensively and head
t h e list of troubles. The p r e c i p i t a t e d copper bearing a l l o y s , such as 2014 and 2024 T 6, follow and 2014 and
2024T3 have given very l i t t l e trouble. The s t a t i c mechanical p r o p e r t i e s a r e , of course, widely d i f f e r e n t and
t h i s may give t h e key t o t h e apparently d i f f e r e n t s e r v i c e behaviour, as compared with t h e t e s t r e s u l t s . The
materials w i t h t h e highest proof stress are among those t h a t give t h e most t r o u b l e i n s e r v i c e . It might be
expected t h a t i n general t h e r e s i d u a l s t r e s s from s t r a i g h t e n i n g , forming etc. would be most l i k e l y t o be higher
with high proof stress materials. T h i s might not be t r u e from t h e quenching operation, as t h e p r o p e r t i e s at t h e
temperatures of t h e various intermediate heat treatment stages must be involved. However, i n e i t h e r a l l o y it is
easy t o introduce s t r e s s e s well above t h e threshold stress i n t h e s h o r t t r a n s v e r s e d i r e c t i o n , s o t h i s becomes of
l e s s s i g n i f i c a n c e w i t h r e s p e c t t o s e l e c t i o n i n t h e case. The working stresses are higher with a l l o y s of higher
s t r e n g t h . I n general t h e f r a c t u r e toughness decreases as t h e s t r e n g t h goes up. The dynamic crack propagation
r a t e increases as t h e s t r e n g t h increases,.

Thus, f r o m , a l l t h e s e p o i n t s of view, even i f t h e stress corrosion r e s i s t a n c e with respect t o crack i n i t i a t i o n

were i d e n t i c a l it could be expected t h a t t h e m a t e r i a l of small c r i t i c a l crack length would p r d u c e t h e most
t r o u b l e i n s e r v i c e , especially i f associated w i t h higher s t r e s s .

It is suggested t h a t t h e r e is j u s t i f i c a t i o n f o r t h e approach i n t h a t t h e same s o r t of.experience has been

observed’ with t h e high s t r e n g t h A 1 Mg Zn a l l o y s when f a i l u r e s have been e n t i r e l y due t o f a t i g u e i n i t i a t i o n and
propagat ion.

Thus it is clear t h a t t h e key t o s e l e c t i o n should be t o choose t h e material with t h e o v e r a l l b e s t stress

corrosion r e s i s t a n c e , assuming a l l o t h e r p r o p e r t i e s equal. Provided t h a t arrangements are made t o look a f t e r
t h e r e s i d u a l or permanently applied s t a t i c s t r e s s e s i n t h e relevant g r a i n d i r e c t i o n by t h e means r e a d i l y
a v a i l a b l e , it is suggested t h a t t h e precise r e l a t i v e stress corrosion p r o p e r t i e s from c u r r e n t t e s t should not
be allowed t o overrule t h e choice from other engineering viewpoints, e s p e c i a l l y crack propagation characteristics.

9.3 High Strength Steel

For obvious reasons it is not easy t o obtain a t r u e p i c t u r e of f a i l u r e from stress corrosion with high s t r e n g t h
s t e e l . Equally, t h e r e is always the problem of hydrogen embrittlement confusing t h e p i c t u r e , a f e a t u r e which
does not seem t o be as relevant t o t h e behaviour of aluminium a l l o y s . A s noted by t h e o r i g i n a l d e f i n i t i o n of
t h e term “stress corrosion”. t h e remark above refers t o hydrogen occluded during processing and does not argue
whether t h e stress corrosion is due t o hydrogen from corrosion o r some other mechanism.

It would seem t h a t t h e s i t u a t i o n is not very d i f f e r e n t from t h a t f o r t h e aluminium a l l o y s . A s t h e s t r e n g t h

increases, so t h e stress corrosion r e s i s t a n c e decreases. As t h e s t r e n g t h is reduced, so t h e fracture toughness is
increased. F a i l u r e s i n , g e n e r a l seem t o have a r i s e n more from applied, i.e. operational or b u i l t - i n s t r e s s e s ,
than from inherent s t r e s s , so f a r as can be determined. Nevertheless it is suggested t h a t , w i t h t h e tempering
temperatures of some standard steels as low as 2OO0C, not much stress r e l i e f is l i k e l y and t h i s m a y well be an
important f a c t o r i n t h e f u t u r e . Thus, even more than with aluminium a l l o y s , early f a i l u r e due t o stress corrosion
m a y well be more d i r e c t l y r e l a t e d t o t h e s t r e n g t h of t h e material, i n t h a t s e r v i c e s t r e s s e s are l i k e l y t o be i n
keeping with t h e maximum s t a t i c mechanical p r o p e r t i e s achievable.

The second problem t h a t m a y have a bearing is t h a t t h e f a t i g u e behaviour of most steels is s o much b e t t e r ,

r e l a t i v e t o t h e t e n s i l e s t r e n g t h , than f o r aluminium a l l o y s . A good d e a l of research has been done and only a
 15

few of t h e papers can be r e f e r r e d t o i n t h i s survey. Usually t h e use of very s t r o n g s t e e l s is s o c r i t i c a l t h a t

every component is given very c a r e f u l appraisal.

Recent work suggests t h a t d i f f e r e n c e s of composition can a f f e c t crack i n i t i a t i o n rate. The panacea of keeping
t h e s t e e l t o as low a t e n s i l e s t r e n g t h as possible seems t o make t h e largest c o n t r i b u t i o n t o s a f e t y from a l l
viewpoints and s t e e l s below 90 tons/in' t e n s i l e seem t o be s a f e from t h e r i s k of stress corrosion. When working
near t h e maximum t e n s i l e s t r e n g t h t h e r e is nevertheless j u s t i f i c a t i o n f o r taking composition i n t o account from
t h e viewpoint of delay t o crack i n i t i a t i o n ; but, when doing so, one m u s t consider a l s o t h e manufacturing process
t h a n can, or has t o , be employed.

It is i n t e r e s t i n g t h a t s t a i n l e s s s t e e l s i n general do not provide s a t i s f a c t o r y p r o p e r t i e s when t r e a t e d t o

very high s t r e n g t h s , e s p e c i a l l y from t h e point of view of stress corrosion. The maraging type steels are still
r e l a t i v e l y new. L i t t l e a i r c r a f t experience has been gained and t e s t r e s u l t s are t o some extent c o n f l i c t i n g .

Techniques such as aust-forming etc. would appear t o provide b e n e f i t and should be considered f o r parts which
are p r a c t i c a b l e at t h e present stage of development of t h e treatment.

I n r e l a t i o n t o s t e e l , t h e s t r e s s corrosion work has mostly been i n t h e form of t h e pre-cracked notched specimen.

It is i n t e r e s t i n g t h a t t h e wet s t r e n g t h i s , t o a l l practical Durposes, very similar indeed f o r widely d i f f e r e n t
compositions of s t e e l ; t h i s is a l s o t h e case with t h e aluminium a l l o y s . I t w i l l be t h e appreciation of t h e s i d e
i s s u e s such as processing, crack i n i t i a t i o n . behaviour etc. which w i l l decide t h e choice, once t h e very poor
steels have been eliminated and not many of t h e s e are l i k e l y t o be offered today. It is a l s o clear t h a t t h e heat
treatment may p l a y an important part and very strict c o n t r o l is necessary t o ensure t h a t t h e s e l e c t e d s t e e l is
as c o n s i s t e n t l y s a t i s f a c t o r y as is hoped. A minor point t o bear i n mind is t h a t t h e s t r e s s corrosion r e s i s t a n c e
of steels of t h e types j u s t r e f e r r e d t o decreases w i t h increased temperature. The decrease is perhaps of t h e
order of 10 times on time between 70' and 160'F f o r a given stress l e v e l .

9.4 High Alloy Austenitic Steel

A very g r e a t d e a l of research has been done i n t o t h e behaviour of t h e a u s t e n i t i c s t a i n l e s s steels f o r use i n
engineering environments such as power p l a n t s , chemical p l a n t s etc. Very wide d i f f e r e n c e s of stress corrosion
behaviour can be shown f o r t h e d i f f e r e n t compositions when t e s t e d with s t r o n g chemical s o l u t i o n s . Probably t h e
most important aspect of t h e stress corrosion behaviour of t h e s e t y p e s of steels t o t h e airframe designer is t h e
influence of cold-work. With most of t h e steels t h e r e s i s t a n c e t o stress corrosion increases with t h e a p p l i c a t i o n
up t o about 25% reduction and then, by cold-work, f a l l s off r a p i d l y when t e s t e d a t 75% of t h e s t r e n g t h . Sea
c o a s t exposure tests on cold-worked a u s t e n i t i c steels at 90% of t h e i r proof s t r e n g t h d i d not promote any s o r t
of f a i l u r e within 452 days. Thus. bearing i n mind t h e type of environment t h a t can arise i n a i r c r a f t or m i s s i l e s ,
t h e r e may well be j u s t i f i c a t i o n f o r annealing, or s t r e s s - r e l i e f annealing, f a b r i c a t e d a i r c r a f t p a r t s which m a y
have severe l o c a l i s e d areas of cold-work. A few instances of f a i l u r e i n hydraulic tubes which a r e a t t r i b u t e d
t o s t r e s s corrosion have r e c e n t l y been observed, Other matters m a y determine t h e s t e e l choice such as
weldability. heat r e s i s t a n c e etc. For practical purposes t h e p r i n c i p l e s seem clear -stress r e l i e v e and, i n
most aircraft environments (not s p e c i a l chemical cases), l i t t l e t r o u b l e should r e s u l t . S t a b i l i s e d steels are
most l i k e l y t o be used, however, f o r obvious reasons.

9.5 Precipitation-Hardening Steels

The s t r o n g s t e e l s , such as t h e AM 350 type, and o t h e r s , seem t o be as s u s c e p t i b l e t o s t r e s s corrosion cracking
as t h e i r low a l l o y counterpart. The same s t o r y emerges. The heat treatment is critical i n t h i s case; t h e
i n c l u s i o n of a sub-zero treatment a t -70°C i n t h e sequence a t - t h e appropriate place seems t o be d e s i r a b l e .

9.6 Other Aspects of S t e e l s

Today it is p o s s i b l e t o have nominally t h e same steel but made i n very d i f f e r e n t ways, i . e . , air melted, vacuum
melted, double vacuum re-melted e t c . These methods produce cleaner s t e e l and improve the mechanical p r o p e r t i e s
i n t h e s h o r t t r a n s v e r s e d i r e c t i o n and it should be emphasised t h a t t h e behaviour of s t e e l . t o stress corrosion is
also related t o the grain direction.

Very many people w i l l make a 'case f o r t h e e f f e c t of non-metallic inclusions upon t h e s t e e l ' s s t r e s s corrosion
behaviour b u t , as before, t h e o v e r a l l evidence t o j u s t i f y t h e d i f f e r e n c e of expense of manufacture from t h e
stress corrosion viewpoint does not seem strong. The value of t h e improved techniques i n improving p r o p e r t i e s
such as f r a c t u r e toughness and crack propagation r a t e s i n t h e transverse d i r e c t i o n are very pronounced and t h e r e -
f o r e w i l l p l a y a predominant part i n material choice f o r a given purpose and w i l l r e f l e c t i n 1-40uncertain w a y
upon t h e actual s t r e s s corrosion results i n s e r v i c e .

9.7 Titanium Alloys

The stress corrosion work seems t o have been mostly made w i t h pre-cracked f r a c t u r e toughness type specimens.
These a l l show s u s c e p t i b i l i t y of t h e material and its a l l o y s and would not y e t seem p o s s i b l e t o rate t h e material
i n any p o s i t i v e order.

A review of t h c s t r e s s corrosion work was given by Mr Minkler a t t h e Turin Conference. Some f u r t h e r c o l l e c t e d

r e s u l t s f o r t h e e f f e c t o f - s a l t water on bent s t r i p s and other methods are given by Logan3'. , Because of t h e
 16

widespread use of titanium f o r t u r b i n e engine blades, such work has been concentrated upon stress corrosion with
“hot s a l t ” as t h e environment. From t h e limited d a t a a v a i l a b l e t h e r e would not seem t o be t h e same g e n e r a l trend
as with other materials mentioned.

Mr Minkler s a i d t h a t very few s e r v i c e f a i l u r e s could be a t t r i b u t e d t o airframe environment and t h i s is con-

firmed by t h e survey. Eight f a i l u r e s were known hetween 1957 and 1966. Five of t h e s e were reported as associated
with c h l o r i d e s and i n operating temperatures from 3OO0C t o 816OC. Each of t h e main a l l o y systems was involved.
The o t h e r t h r e e r e l a t e d t o special f l u i d s , methyl alcohol at 23OC. nitrogen peroxide a t 4OoC and c h l o r i n a t e d
diphenol a t 375OC. The methyl alcohol is perhaps of general i n t e r e s t and t h e f a i l u r e was with 6 A 1 4V. Bearing
i n mind t h e use of methyl alcohol i n various forms f o r airframe purposes - de-icing, de-frosting etc. - it is c l e a r
t h a t we should look at t h i s c a r e f u l l y .

In Mr Minkler’s paper no reference was made t o t h e influence of de-ereasing f l u i d s such as t r i c h l o r e t h y l e n e .

Once again the t r o u b l e seems t o have been r e l a t e d t o heating p a r t s de-greased i n such f l u i d s a f t e r they had been
cold-wor ked.

It might be wise i n t h e present state of knowledge t o consider t h e choice of t i t a n i u m c a r e f u l l y f o r exposed

p a r t s l i k e l y t o get hot a f t e r such cleaning and maintenance procedures as are associated with brakes or h o t - a i r
systems. Perhaps care should be given t o t h e use of p a i n t s t r i p p e r s near such p a r t s . This aspect has not been
mentioned with r e s p e c t t o engines because, once assembled (a c o n t r o l l e d operation), engines are not l i k e l y t o be
as a f f e c t e d as o t h e r p a r t s by inadvertent contamination during normal- day-to-day maintenance.

9.8 Magnesium Alloys

Although magnesium a l l o y s are now generally out of favour f o r airframe designs, due t o t h e poor corrosion
r e s i s t a n c e , t h i s a t t i t u d e may not be completely universal nor n e c e s s a r i l y permanent. The questionnaire associated.
with t h i s survey provoked t h e statement t h a t one f a i l u r e by stress corrosion was known. No o t h e r s have come t o
l i g h t and t e s t s i n England seem t o i n d i c a t e t h a t t h e cast materials are r e l a t i v e l y immune. I n t h e l i g h t of
present knowledge it does not seem t h a t stress corrosion behaviour need be taken i n t o account when s e l e c t i n g one
of t h e modern magnesium a l l o y s .

9.9 Copper Alloys

Copper based a l l o y s are generally used f o r electrical equipment, i n t e r n a l piping and, t o a lesser degree,
hydraulic piping f o r low pressure circuits and bushes f o r bearings. The incidence of f a i l u r e s is remarkably low,
bearing i n mind t h e s i g n i f i c a n t s t r e s s . c o r r o s i o n s u s c e p t i b i l i t y of some of t h e a l l o y s . It seems t h a t , with t h e
techniques c u r r e n t l y adapted, t h e choice of material does not have t o depend on stress corrosion behaviour.

9.10 The General Attitude t o the Choice of Material

I It would seem, from t h e accounts of laboratory t e s t s , t h a t most of t h e engineering a l l o y s c u r r e n t l y a v a i l a b l e
I
s u f f e r considerably from environmental e f f e c t s when s t r e s s e d . Unfortunately t h i s s e n s i t i v i t y appears t o be in-
. fluenced by t h e m e t h o d o f t e s t . I n general m a t e r i a l s i n t h i n sheet form w i l l have l e s s s e n s i t i v i t y than t h i c k
ones. Critical thicknesses are d i s c u s s by Dr Piper i n t h e interim r e p o r t published at t h e AGARD Lisbon meeting.

Thick materials can b e made with low r e s i d u a l i n t e r n a l stresses and t h e m a t e r i a l choice should take t h i s i n t o
account. This w i l l mean t h a t design p r o p e r t i e s may have t o be accepted at a lower s t r e n g t h than is p o s s i b l e i n
t h e i n t e r e s t s of a heat treatment t h a t keeps t h e r e s i d u a l stress low. This seems t o be good counsel, no matter
how r e s i s t a n t t h e a l l o y may appear t o be from laboratory t e s t work. Subsequent s e r v i c e , or a f e a t u r e not taken
i n t o account, may give t r o u b l e l a t e r .

The case of t h e A 1 10%Mg a l l o y was r e f e r r e d t o i n Section 3. The high s t r e n g t h A 1 Zn Mg a l l o y s i n t h e T 73

condition and t h e approximate A 1 4% Cu a l l o y s have a l l been shown t o be a f f e c t e d by subsequent heating a t low
temperatures f o r long periods. The f i r s t and last of these two were c e r t a i n l y adversely affected with respect
t o s t r e s s corrosion. Yet t h e A 1 4% Cu a l l o y i n t h e s o l u t i o n - t r e a t e d and naturally-aged condition has given
e x c e l l e n t service. I t could be t h a t t h e T73 w i l l a l s o , as perhaps its main a t t r i b u t e is t h a t it w i l l a f f o r d
p a r t s of extremely low inherent s t r e s s . I t is suggested t h a t with a l l o y s of t h i s s o r t it would be unwise t o
take advantage of t h e presumed stress corrosion r e s i s t a n c e by producing a design t h a t .could only be made with
a high r e s i d u a l s t r e s s from bending. Low temperature, prolonged heating a f t e r cold-work might lead t o increased
s e n s i t i v i t y and t h e r e s i d u a l stress would still be present.

The next consideration is the Question of f r a c t u r e from some i n i t i a t i o n . Clearly it is important t o choose
an a l l o y with t h e b e s t crack propagation rate c h a r a c t e r i s t i c s commensurate with t h e other required properties.
This would not seem t o be t h e prime c r i t e r i o n , j u s t a wise precaution.

Consideration from t h e s e viewpoints, of some of t h e materials may be i n t e r e s t i n g .

( i ) Almost everyone, i n r e p l y t o t h e survey, pinpointed d i e forgings as being t h e most troublesome from a
stress corrosion viewpoint.
(ii) 7079. 7075, and t h e equivalent a l l o y s i n other countries, feature i n everyone’s list of troublemakers,
( i i i ) Titanium a l l o y s do not f e a t u r e i n any list of f a i l u r e s .
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It would seem t h a t 7079 and 7075 d i e forgings were mostly quenched i n cold, o r j u s t warm, water and had high
i n t e r n a l s t r e s s i n almost every case. I n Europe, where modifications t o t h e a l l o y have allowed r e t e n t i o n of
p r o p e r t i e s even when b o i l i n g water quenching has been used, t h e r e has been much less trouble; yet, i n e i t h e r case,
t h e a l l o y s are very s e n s i t i v e i n t h e T 6 condition on un-notched specimens i n t h e s h o r t t r a n s v e r s e d i r e c t i o n .
These aluminium a l l o y s a l l have a f a s t crack-propagation behaviour.

The titanium a l l o y s i n general use i n Europe have low o r n i l i n t e r n a l r e s i d u a l stress. They do not seem
easily t o i n i t i a t e cracks from plane s u r f a c e s i n common corrosion environments, yet t h e y are very s u s c e p t i b l e t o
water and, when wet, have very poor crack propagation c h a r a c t e r i s t i c s , as shown by a pre-crack specimen i n
laboratory tests. This would le@ one t o believe t h a t t h e inherent s t r e s s corrosion r e s i s t a n c e can be q u i t e bfd,
provided t h a t t h e p a r t s are of low i n t e r n a l s t r e s s ; and it helps i f t h e crack i n i t i a t i o n time is very long. It
a l s o suggests t h a t it is not p e r t i n e n t t o assume t h a t a l l s t r u c t u r e s are “cracked”. I f t h e y were, t h e titanium
a l l o y s should have been i n s e r i o u s t r o u b l e , yet t h i s has not been t h e case.

There is l i t t l e doubt t h a t small changes of composition can make a considerable d i f f e r e n c e t o t h e t e s t behaviour

but m a y not be as overriding as t h e o t h e r f e a t u r e s mentioned.

9.11 Grain Size

The aluminium a l l o y s a l l show a tendency t o grow l a r g e crystals during t h e conventional manufacturing processes
and it is clear t h a t t h i s has a bearing upon s t r e s s corrosion, ‘as does t h e g r a i n shape. Numerous cases have been
published t o show t h a t a d i r e c t i o n a l s t r u c t u r e is b e t t e r than an equiaxed one and t h e f i n e r t h e crystal size t h e
b e t t e r , depending of course on t h e d i r e c t i o n of t h e damaging stress. These broad statements are t r u e f o r other
p r o p e r t i e s , such as d u c t i l i t y and t e n s i l e s t r e n g t h , except f o r use i n hot regions where creep becomes a
considerat ion.

Thus a great d e a l can be done t o improve t h e materials a t our d i s p o s a l by aiming a t very f i n e g r a i n s i z e s .

Unfortunately t h i s is very d i f f i c u l t t o s p e c i f y and inspect. Non-destructive t e s t methods are r e a l l y necessary,
as f o r d i e forgings, e x t r u s i o n s and c a s t i n g s . The g r a i n s i z e tends t o be r e l a t e d t o shape, s i z e , etc. and m a y
only be present as a surface layer or may be present f o r much of t h e s e c t i o n .

The only way t o have some measure of g r a i n s i z e c o n t r o l on components a t present, on a production b a s i s , seems
t o be t o examine very thoroughly t h e f i r s t - o f f samples of t h e product throughout by d e s t r u c t i v e means, t o f r e e z e
t h e manufacturing technipue and then t o examine t h e g r a i n size at t h e surface at s e l e c t e d p o s i t i o n s of t h e
production components. Any change of g r a i n s i z e compared with t h e approval specimen would i n d i c a t e a change of
technique and j u s t i f y f u r t h e r study of t h e s e particular components. Obviously t h e problem is less d i f f i c u l t with
plate and extrusion than with parts made t o shape. Some firms i n Europe already c o n t r o l t h e i r incoming p a r t s i n
t h i s w a y and, although it appears a f r i g h t e n i n g prospect a t f i r s t s i g h t and does, of course! raise a few problems,
it can soon be made a simple routine. Limited experience seems t o show t h a t t h e titanium a l l o y s may well be
s e n s i t i v e t o g r a i n size a l s o . By inference one would expect s t e e l s with very f i n e inherent a u s t e n i t i c g r a i n size
t o be superior t o coarse g r a i n ones.

9.12 Directionality
The very s i g n i f i c a n t d i f f e r e n c e of stress corrosion behaviour of t h e aluminium a l l o y s i n t h e t h r e e major
d i r e c t i o n s of g r a i n flow has so often been emphasised t h a t it is only r e f e r r e d t o i n t h e study f o r completeness.

It would be t r u e t o say t h a t , provided t h a t t h e g r a i n size and shape is c o r r e c t , t h e aluminium a l l o y s would

not be c l a s s i f i e d as bad from a stress corrosion viewpoint i f it were not f o r t h e poor, s h o r t , t r a n s v e r s e g r a i n
c h a r a c t e r i s t i c s . The same f e a t u r e s appear t o apply t o s t e e l , although such extensive stress corrosion t e s t i n g
has not been done t o demonstrate t h e f e a t u r e . The very poor d u c t i l i t y i n t h e s h o r t t r a n s v e r s e d i r e c t i o n i n even
low s t r e n g t h steel has been known f o r many years, but it has been s a i d i n t h e past t h a t t i t a n i u m does not show
t h i s v a r i a t i o n of p r o p e r t i e s with g r a i n d i r e c t i o n . I t is suggested t h a t , a t t h e present state of knowledge,
t h i s should not be taken t o o l i t e r a l l y , e s p e c i a l l y f o r t h e s h o r t t r a n s v e r s e d i r e c t i o n .

9.13 Review of Designer’s Choice of Material

When choosing t h e material it is necessary t o consider t h e form required. so t h a t acceptably low r e s i d u a l
s t r e s s can be obtained. I n t h e author’s opinion t h i s is more important than i n t e r c r y s t a l l i n e s u s c e p t i b i l i t y ,
as shown by laboratory t e s t s .

I f a slow r a t e of cooling is necessary t o achieve t h e low inherent stress, t h i s seems t h e s a f e r , d e s p i t e t h e

f a c t t h a t a high cooling rate is s a i d t o improve i n t e r c r y s t a l l i n e corrosion s u s c e p t i b i l i t y . Next choose a
m a t e r i a l with t h e best toughness f o r t h e given job. The high s t r e n g t h materials with t h e proof and ultimate
s t r e n g t h s c l o s e together may work very well i n compression but, i n the i n t e r e s t s of i n t e g r i t y , use a tougher,
and i f necessary weaker, material f o r parts subjected t o t e n s i l e loading. I f possible, a f t e r t h i s s e l e c t t h e
a l l o y which shows t h e b e s t corrosion r e s i s t a n c e . This is usually so c r i t i c a l , however, t h a t at t h i s time it is
not l i k e l y t o show much b e n e f i t i f a l l e l s e is ignored.

Next, design so t h a t h i g h applied stresses are not normal t o t h e s h o r t transverse d i r e c t i o n . T h i s means t h a t

t h e form of t h e material must be very c a r e f u l l y considered and s p e c i f i e d on t h e drawing. A change of form from
t h e optimum should not be accepted.
18

A s d i e forgings seem t o be t h e source of so much t r o u b l e , s e r i o u s l y consider t h e applied hoop stress from

s e r v i c e operation before using them f o r pressure vessels. This a p p l i e s t o any material. The next most l i k e l y
t r o u b l e w i l l be a t lugs. Use forgings with stepped d i e p a r t i n g l i n e s s o t h a t t h e f l a s h l i n e is not at t h e
c r i t i c a l point when t h e lug is d r i l l e d out.

F i n a l l y . choose t h e manufacturer and method t h a t w i l l give YOU t h e most favourable c r y s t a l s t r u c t u r e and p r e s s

f o r t h e f i n e s t possible g r a i n size.

It is not intended t o give lists of merit f o r materials. It is apparent t h a t almost any common s t r u c t u r a l
material w i l l f a i l i n one of t h e p o s s i b l e environments, as shown by t e s t s , and s e r v i c e experience has shown t h a t
most have done so, somewhere or another. It is a l s o evident t h a t t h e p r e c i s e nature of t h e t e s t s has an influence
upon t h e r e s u l t and as y e t no standard t e s t has come i n t o use. This a f t e r a l l , is t h e b a s i s of t h e survey and
subsequent evaluation work being conducted by Dr Piper f o r AGARD. Consequently no s u r e c o r r e l a t i o n is yet
a v a i l a b l e . It is recommended t h a t t h e extremely useful comparative c o l l e c t e d d a t a published by ALCOA w i l l form
a guide on stress corrosion f o r aluminium a l l o y s , but must be monitored by thoughts about t h e o t h e r p r o p e r t i e s of
t h e a l l o y s considered.

No similar d a t a a r e known t o t h e author f o r high s t r e n g t h steels and titanium a l l o y s and t h e reader is r e f e r r e d

t o t h e suggestions f o r f u r t h e r reading i n Appendix I. These w i l l , i n t u r n , r e f e r t o f u r t h e r sources of
i n f ormat ion.

1 0 . OTHER DESIGN CONSIDERATIONS

10.1 General
There are numerous o t h e r f e a t u r e s which designers can u t i l i s e or consider t o t h e b e n e f i t of t h e i n t e g r i t y of
t h e component, a p a r t from t h e material s e l e c t i o n quoted i n t h e previous section.

It is widely s t a t e d i n t h e l i t e r a t u r e , and has been r e i t e r a t e d i n t h e s e notes already, t h a t t h e most important

method of keeping stress corrosion f a i l u r e s t o a minimum, i n t h e l i g h t of present knowledge, is t o e l i m i n a t e t h e
r e s i d u a l s t a t i c stress. It cannot be t o o s t r o n g l y emphasised t h a t t h e two sources of stress are inherent t e n s i l e
s t r e s s , mostly from quenching and secondly from assembly. Strangely, stresses due t o forming a r e r a r e l y as
s t r o n g l y emphasised, but t h e s e should be given s e r i o u s thought a l s o . A l l t h e s e aspects can be very s t r o n g l y
influenced by t h e s k i l l of t h e designer. He must look much more at t h e methods at h i s d i s p o s a l and t h e problems
of t h e production department. It is not adequate t o design a p a r t with extreme s k i l l and accuracy s o f a r as t h e
applied s e r v i c e s t r e s s e s are concerned and ignore other production aspects.

10.2 Selection of Form and t h e Associated Features

A t present t h e problem of i n t e r n a l r e s i d u a l stress from quenching has been considered from t h e viewpoint of
t h e aluminium alloys. Most of t h e titanium used i n production q u a n t i t i e s has been i n t h e annealed condition
and consequently has been s t r e s s - r e l i e v e d a t any time. The techniques about t o be discussed have had t o be
applied t o steel f o r other reasons.

1 0 . 2 . 1 Die forgings
Close-to-form d i e forgings are economical with aluminium and titanium a l l o y s . U n t i l r e c e n t l y t h e aluminium
a l l o y s could not be s t r e s s - r e l i e v e d a f t e r quenching and, although cold compression is possible, it is c o s t l y and
not yet i n wide use, thus, subject t o t h e use of a s t r e s s - r e l i e v i n g treatment such a s T 7 3 o r other forms of pro-
longed ageing, t h e design should make provision f o r a proper sequence of machining, heat treatment and machining,
s o t h a t t h e b e n e f i c i a l compressed l a y e r is not removed or penetrated.

Two a s p e c t s a r e necessary t o c o n t r o l t h i s economically:

(a) Some guidance as t o t h e s e c t i o n which may be f u l l y heat-treated before machining.
(b) Control by drawing of t h e amount t h a t can be removed a f t e r quenching. Most companies seem t o consider
0.04 i n s a t i s f a c t o r y f o r t h i s . but o t h e r s f e e l t h a t t h i s is too small f o r large p a r t s . I f it is t o o small
f o r large p a r t s , then they should not be made t o t h e s e r u l e s , i . e . form, as t e n s i l e stresses w i l l
c e r t a i n l y be exposed.

Point (a) is always open f o r discussion. The s a f e s t way is t o rough machine everything before s o l u t i o n
treatment. Some companies have found t h a t t h e small s e c t i o n forgings are not l i k e l y t o give t r o u b l e and use
a r u l e f o r design as follows:

“Forging t o be machined i n t h e annealed condition:

( i ) Forgings with a cross-section i n which t h e d i s t a n c e from t h e c e n t r e t o t h e n e a r e s t p o i n t s of t h e e x t e r n a l

surface is 1.25 i n or more must be supplied and machined i n t h e annealed condition i f e i t h e r of t h e
following conditions is relevant:
The metal removal on any f a c e w i l l exceed 12w0 of t h e depth of t h e cross-section being machined.
 19

Any boring or d r i l l i n g is required i n cross-section over t h e s p e c i f i e d minimum.

(ii) Drawings must cover t h r e e s t a g e s of manufacture and a l l o c a t e a number f o r t h e p a r t at each stage”

This compromise is c e r t a i n l y a h e l p t o production c o s t s and has not l e d t o f a i l u r e s .

The titanium forgings a t present i n use have low r e s i d u a l i n t e r n a l s t r e s s : consequently these precautions are
not necessary from t h i s viewpoint. Attention is drawn t o surface contamination from heat treatment, however.

Most s t e e l p a r t s are f u l l y machined a l l over a t present and t h e s t r o n g e s t steels are machined as f a r as

possible i n t h e s o f t condition, f o r reasons of machining economy r a t h e r than considerations of r e s i d u a l s t r e s s .
I t is s t r o n g l y suggested t h a t t h e question of r e s i d u a l stress i n very high temperature s t e e l s needs very c a r e f u l
thought when tempering temperatures are only around 200°C

IO. 2 . 2 Hand Forgings

The problem is very much simpler with hand forgings i n t h a t , as t h e shapes a r e not complex, t h e aluminium
a l l o y s can be cold-compressed a f t e r s o l u t i o n treatment. So f a r t h i s is not necessary with titanium or s t e e l .
Another advantage w i t h hand forgings, is t h a t t h e y do not have f l a s h l i n e s , but t h e g r a i n flow i n general m a y not
b e as p a r a l l e l t o t h e stress p a t t e r n as with d i e forgings.

One advantage of t h i s method is t h a t t h e machanical p r o p e r t i e s are not s a c r i f i c e d , as may be the case with
hot quenched a l l o y s .

The main problem w i t h cold-compression and hand forgings l i e s i n t h e c o n t r o l of t h e overlap of t h e a n v i l f o r

compression. The work can only be compressed i n small ‘ b i t e s ” and it is q u i t e possible t o leave unfavourable
s t r e s s e s . The cold-compression techniques f o r a given piece m u s t t h e r e f o r e be as c r i t i c a l l y developed, leading
t o an approved sample i n t h e same manner as f o r t h e forging i t s e l f , and t h e supervision must be equally as s t r i c t ,
t o ensure t h a t every piece is l i k e t h e approved sample.

10.3 Extrusion, Bar and P l a t e

Heavy s e c t i o n s of extrusion bar and p l a t e i n aluminium a l l o y can be controlled-stretched a f t e r s o l u t i o n
treatment. This process does not eliminate t h e r e s i d u a l stresses but reduces them t o an acceptable level. T h i s
is a s p e c i a l i s t f i e l d and need not be considered by t h e designer, except t h a t components m u s t be so designed t h a t
they can be machined from t h e s t r e t c h e d p a r t and have an acceptable g r a i n flow r e l a t i v e t o t h e stress patterns.
A s shown by t h e l i t e r a t u r e , materials made i n t h i s way a r e j u s t as s u s c e p t i b l e t o s t r e s s corrosion i n t h e s h o r t
t r a n s v e r s e d i r e c t i o n as d i e forgings.

It is t h e forming of t h i c k s e c t i o n s which must t h e r e f o r e be given due a t t e n t i o n at t h e design s t a g e , A s e c t i o n

of bar or p l a t e w i l l have j u s t as unfavourable an i n t e r n a l r e s i d u a l stress as a d i e forging of t h e same d i r e c t i o n
i f it is not s t r e t c h e d a f t e r s o l u t i o n treatment. This is not yet a matter .of concern w i t h t h e titanium a l l o y s ,
but soon could be with new a l l o y s and methods, and each development must be watched w i t h care.

10.4 Castings
Castings are not usually of heavy s e c t i o n s and a r e rarely machined a l l over. Consequently t h e r i s k of
exposing t e n s i l e stress from heavy’machining is less l i k e l y . Naturally t h e design must be looked a t from t h e
viewpoint of high i n t e r n a l s t r e s s , owing t o t h e complexity of shape t h a t may be required.

10.5 General Considerations

Other very important f e a t u r e s have t o accommodated i f t h e design is t o be successful. It has been shown t h a t
two p r o t e c t i v e measures can be successfuly applied t o reduce t h e incidence of stress corrosion.
(a) Surface compressed s t r e s s i n g , as by a b l a s t i n g technique.
(b) The a p p l i c a t i o n of a p r o t e c t i v e coating.

Both these requirements b e n e f i t from s i m p l i c i t y of shape.

Bores, r e - e n t r a n t angles and comulex shapes i n general become almost impossible t o b l a s t properly i n a
uniform c o n t r o l l e d manner and, although (a) is t h e more d i f f i c u l t , d e s p i t e t h e ingenuity w i t h which angle nozzles
have been used, sprayed metal, e l e c t r o - p l a t e and organic paint coatings are o f t e n patchy and of doubtful value at
inaccessible positions. It is t h e r e f o r e v i t a l t o design w i t h t h e f i n a l protection i n mind.’

10.6 L i m i t s and F i t s

A good many f a i l u r e s of t h e aluminium a l l o y s have r e s u l t e d from assembly s t r e s s e s . It is easy w i t h t h e heavy,

s t i f f s e c t i o n s i n use today t o induce a high r e s i d u a l t e n s i o n , when b o l t i n g t h e s t r u c t u r e s together, as t h e r e s u l t
of q u i t e small s t r a i n s .
20

Thus, it is wise t o add up t h e t o l e r a n c e s permissible within t h e assembly apd ensure t h a t , when a l l are adverse,
t o o high a s t r a i n is not applied somewhere along t h e l i n e of j o i n t s and especially i n t h e s h o r t t r a n s v e r s e g r a i n
d i r e c t ion.

The damage due t o stresses induced by accident o r d e l i b e r a t e l y , due t o i n t e r f e r e n c e f o r b o l t s etc., are t o o

well known t o need f u r t h e r comment.

10.7 J o i n t i n g Compounds
Several publications and r e p l i e s t o e n q u i r i e s from t h i s survey pointed out t h e dangers of r e s i d u a l stresses
induced by b o l t i n g together against cured j o i n t i n g compound. Strangely, except i n t h e UK. t h e use of j o i n t i n g
compounds does not seem t o have featured i n as many assemblies as would have been supposed. They have s e v e r a l
functions t o perform. One is t o keep t h e water out, another t o act as i n t e r f a c i a l adhesive and improve j o i n t
f a t i g u e s t r e n g t h and a t t h e same time reduce f r e t t i n g between t h e j o i n t i n t e r f a c e . More r e c e n t l y s t u d i e s have I
been made with r i v e t e d j o i n t s w i t h “cold cure” adhesives, but i n general t h i s would not seem t h e best approach
as such adhesives are r a r e l y inhibited and o f t e n are of epoxide base and t h u s may be s e n s i t i v e t o water i n t h e
long term. Experience recommends caution i n t h e use of such methods.

I f a sealant-adhesive, s a y a t h i o c k o l elastomer, is t o function properly t h e j o i n t s must be t i g h t and remain

t i g h t and t h i s can only be achieved i f t h e j o i n t is f u l l y tightened before t h e material has cured. J o i n t s made
i n any o t h e r way w i l l have poor f a t i g u e behaviour r e l a t i v e t o t h e optimum. The i n t e r e s t of stress corrosion is
served by t h e demands of assembly f o r other reasons. I t does mean, however, t h a t a design must t a k e i n t o account
t h e assembly time and method s o t h a t t h e characteristics of t h e j o i n t i n g compound can be met. This is o f t e n I
d i f f i c u l t on t h e large aeroplanes being b u i l t today. I
I
I

Most modern j o i n t i n g compounds are two-part mixtures and, i f pre-cured before a p p l i c a t i o n , problems can arise
with large j o i n t s . Approaches t o overcome t h i s problem are necessary on large aeroplanes s o t h a t t h e two parts
are mixed when t h e j o i n t is closed. This is possible w i t h t h e “Viton” type of s e a l a n t s and work now i n hand with
encapsulated s e a l a n t s of t h e polysulphide type may well s o l v e it for t h i s type a l s o . Inter-mixing a t t h e a c t u a l
bolting-up stage is obviously necessary t o break t h e p o t - l i f e work-life time r e l a t i o n s h i p which otherwise c o n t r o l s
t h e design.

With t h e increasing accent on t h e n e c e s s i t y f o r j o i n t i n g compound i n construction, now d i s c e r n i b l e i n t h e USA

r e p o r t s and s t u d i e s , new developments m a y be expected i n t h i s h i t h e r t o r a t h e r neglected f i e l d .

10.8 Permissible Design Stresses

Although t h e accent has been t o reduce i n t e r n a l and assembly s t r e s s e s and t o p r o t e c t as f u l l y as possible as
t h e means of preventing stress corrosion, it m u s t not be f o r g o t t e n t h a t occasionally s i t u a t i o n s do develop where
high s t a t i c stress may be designed i n t o t h e part.

The design of airframe and engines, which is s o much controlled by t h e f a t i g u e requirements makes it less
l i k e l y t h a t prolonged static operational t e n s i l e s t r e s s e s w i l l be a problem i n t h e s e vehicles. It would seem
t h a t t h i s can q u i t e well be t h e case i n rocket design and very high static stresses have been d e l i b e r a t e l y used
i n some designs.
I

I t is a l s o i n t e r e s t i n g t h a t , with v e h i c l e s l i k e aeroplanes, people are more conscious of a long operational

I
l i f e and p r o t e c t accordingly, as a necessity; whereas perhaps, because of t h e even more c r i t i c a l weight problems
o r perhaps because rockets a r e looked upon as expendable, t h e long period of waiting before use i n a c i v i l rocket
programme seem not t o have been taken i n t o account. i
A t t h i s point i n time, even w i t h t h e .resources t h a t are being d i r e c t e d t o produce materials with better stress
corrosion r e s i s t a n c e , t h e property of s t r e s s corrosion r e s i s t a n c e cannot be ignored. New materials are suscep-
t i b l e and even those thought t o be s a f e by laboratory tests m a y l e t one down.

Thus, we must design t o t h e material’s threshold value, unless it is c e r t a i n t h a t t h e p r o t e c t i o n w i l l be

e f f e c t i v e throughout t h e expected l i f e of t h e p a r t ; t h i s threshold seems s u r p r i s i n g l y independent of t h e corrodent
involved, f o r theigiven g r a i n d i r e c t i o n . Bearing i n mind t h e very high s t r a i n s occurring i n designs of t h i s s o r t .
it is e s s e n t i a l t h a t t h e e l a s t i c i t y of t h e protection w i l l enable it t o extend with t h e component.

Not m a n y constructors conduct t e n s i l e tests as p a r t of the p a i n t approval testing. The f l e x i b i l i t y , as shown

by t h e bend t e s t f o r p a i n t s , f o r instance, does not properly measure t h e property which would become involved.

10.9 Conclusion
This s e c t i o n has covered s e v e r a l major design f e a t u r e s which m u s t be resolved and l e g i s l a t e d f o r on t h e
drawing before issue f o r production. I n Section 9 t h e choice of material w a s discussed. Further f e a t u r e s con-
sidered i n t h i s s e c t i o n w i l l also bear on t h e s e l e c t i o n of material.

The need t o keep i n t e r n a l r e s i d u a l stresses and assembly s t r e s s e s t o a minimum have been emphasised and methods
of achieving t h i s have been outlined. The influence of form upon g r a i n flow has .been discussed and t h e o v e r a l l I
need t o consider t h e method of manufacture and protection, even when choosing t h e o r i g i n of t h e material and I
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c e r t a i n l y when considering its f i n a l shape, has been r e i t e r a t e d . Some f e a t u r e s have not been i.ncluded. For
instance, t h e need t o p r e c i p i t a t e i n t h e case of t h e high s t r e n g t h a l l o y s or some s t e e l s , or t o s t r e s s - r e l i e v e
i n t h e case of o t h e r s and t h e time at which t h i s should be done.

Residual stress from bending or shaping, or t o c o r r e c t d i s t o r t i o n , has a l s o been l e f t t o be considered i n t h e

next s e c t ion.

11. PRODUCTION MANUFACTURING METHODS

11.1 General

I n t h e Previous s e c t i o n some of t h e requirements of t h e i n i t i a l design were considered. I f t h e s e are not

attended t o from t h e s t a r t , t h e product is always l i k e l y t o s u f f e r from s t r e s s corrosion. Wen i f t h e design
is s a t i s f a c t o r y , t h e r e is still much t h a t r e q u i r e s a t t e n t i o n during t h e manufacturing stages i f a good design
is not t o be ruined. It w i l l be appreciated t h a t , as more and more o p e r a t i o n s and processes become involved,
t h e problem becomes more d i f f i c u l t t o solve. Each major f a c t o r w i l l be taken i n t h e same order as before, but
d e a l i n g only with f e a t u r e s not covered by t h e drawing.

11.2 Residual Stress

The most important ways i n which Production Departments a r e l i k e l y t o introduce unacceptable r e s i d u a l stresses
a r e as follows:

( i ) Cold Bending

It is s u r p r i s i n g how few Production Departments are aware of t h e very high r e s i d u a l s t r e s s e s t h a t can

be induced by bending t h e m a t e r i a l i n t h e f u l l y h e a t - t r e a t e d condition. I t is t o be expected t h a t any
p l a i n bending w i l l leave a r e s i d u a l t e n s i l e s t r e s s n e a r l y equal t o t h e proof s t r e s s of t h e material i n
t h e condition i n which it was bent.
Because p a r t s a r e usually bent i n a d i r e c t i o n normal t o t h e l o n g i t u d i n a l a x i s , and by design t h e g r a i n
flow tends t o be i n t h i s d i r e c t i o n , more t r o u b l e has been saved.than has been recorded.
The problem i s , of course, t o ensure t h a t a simple bending operation has not induced a more complex
s t r e s s p a t t e r n t h a n has been supposed, and has t h u s l e f t high r e s i d u a l stresses i n t h e s h o r t t r a n s v e r s e
d i r e c t i o n . This can w c u r and many instances are on record of f a i l u r e s a r i s i n g from t h e expansion of
tube ends e t c .
It is. of course, necessary t o d i s t i n g u i s h between t h e gradient induced through t h e material by simple
bending and t h e compression which is induced by a stretch-forming operation. This would seem t o be s o
complex a s i t u a t i o n t h a t it is suggested t h a t a l l bending operations which cannot be achieved by a
stretch-forming operation should be c a r r i e d out with t h e material i n t h e lowest p o s s i b l e s t r e n g t h
condition. Much more a t t e n t i o n should be given t o t h e s t u d y of r e s i d u a l stress p a t t e r n s i n f i r s t i o f f
components.
This l e a d s t o another v i t a l , but o f t e n neglected, production e d i c t . Once t h e f i r s t - o f f has been made
and approved, a l l t h e remainder m u s t be made t o e x a c t l y t h e same' process without deviation. Should any
change become necessary, f o r reasons of economy, bottlenecks on production p a r t s t o t h e new technique
must be s t u d i e d before production continues. I t is t h e r e f o r e recommended t h a t , s o f a r as p o s s i b l e ,
stretch-forming methods should be used and, i f t h e material is such t h a t it cannot be s t r e s s - r e l i e v e d
afterwards, a l l f i n a l forming should be done i n t h e s o f t e s t possible condition, t h a t is. immediately
a f t e r s o l u t i o n treatment f o r aluminium a l l o y s and i n any event before p r e c i p i t a t i o n treatment when t h i s
is applicable. These remarks a l s o apply t o some of t h e s t a i n l e s s steels and titanium a l l o y s . .
The cold-forming by bending of low s t r e n g t h low a l l o y s t e e l s does not seem t o have been a problem, but
c l e a r l y it is unwise with high s t r e n g t h material. The simplest way t o c o n t r o l t h i s is t o agree amounts
of formingpermissible f o r t h e d i f f e r e n t materials and t o d e v i a t e from t h e s e agreed s t a n d a r d s only i n
exceptional cases when f u l l c o n t r o l s can be applied. A few a u t h o r s have proposed t h a t t h e aluminium
a l l o y s can be bent s a f e l y i n t h e p r e c i p i t a t e d condition by carrying out t h e operation at 300'F or
thereabouts. A good d e a l of t e s t work f a i l s t o prove t h a t t h e r e s i d u a l stress from bending is reduced
by t h i s operation and it is recommended t h a t it should be approached with extreme caution.

(ii) Machining Stresses

Very considerable s u r f a c e stresses can be induced by machining. These a r e s a i d t o be compressive except

when produced by negative rake t o o l s o r from grinding. The l a t t e r is s a i d always t o produce r e s i d u a l
s u r f a c e stresses i n tension.
Much more work needs t o be done on machining and r e s i d u a l s t r e s s from machining, especially as modern
machining processes a r e s o f a s t t h a t severe thermal g r a d i e n t s may be induced. A few p o s i t i v e instances
have given t r o u b l e with t h e aluminium a l l o y s and t h e s e give rise t o concern: f o r instance, shearing w i l l
almost always cause edge cracking of a s t r e s s corrosion nature i n t h e A 1 Zn Mg a l l o y s . It is t h e r e f o r e
suggested t h a t , because it has not caused cracks i n a s h o r t time with t h e A 1 Cu a l l o y s , t h i s does not
mean t h a t some unpleasantly high r e s i d u a l s t r e s s may not have been induced and similar care should

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be exercised. Equally, even though t h e stresses from machining may be compressive, t h i s does not prevent
them from causing t h e p a r t t o bow o r d i s t o r t . When t h i s happens, more o f t e n than not t h e consequent
s t r a i g h t e n i n g operation w i l l introduce t e n s i l e s t r e s s e s .
Should l o c a l r e s i d u a l t e n s i l e stresses be induced i n t h e s u r f a c e from machining t h e aluminium a l l o y s ,
stress c o r r o s i o n cracks may well propagate. This should not be t o o s e r i o u s a matter from a s t r e s s
c o r r o s i o n viewpoint i f t h e p a r t has been properly made t o t h a t s t a g e , but of course such i n i t i a t i o n is
most dangerous from t h e f a t i g u e aspect, depending upon t h e l o c a t i o n and t h e material.
As previously s t a t e d , most high t e n s i l e s t e e l w i l l be machined i n t h e s o f t condition, h e a t - t r e a t e d and
ground afterwards. There is no doubt t h a t grinding is a most dangerous operation and it is doubtful i f
t h e f u l l importance has been appreciated i n s e r v i c e f a i l u r e examination. Equally, although many companies
use e t c h inspection techniques i n an attempt t o d e t e c t grinding d e f e c t s , it seems l i k e l y t h a t q u i t e high
r e s i d u a l t e n s i l e s t r e s s e s have been missed by such examinations.
Almost no research has been done t o determine t h e e f f e c t of grinding on titanium. Now t h a t very high
s t r e n g t h t i t a n i u m a l l o y s are coming i n t o u$e extensive grinding is a p o s s i b i l i t y . Great care w i l l be
needed t o prevent hazards from s u r f a c e damage from machining.
The p o s i t i o n with high s t r e n g t h s t a i n l e s s s t e e l would seem t o be very similar.
Thus t h e r e is every good reason, from t h e s e viewpoints, t o machine as f a r as p o s s i b l e i n a n , i n t e r m e d i a t e
heat-treatment s t a g e , as for t h e aluminium a l l o y s , unless t h e a l l o y i n question w i l l permit an adequate
s t r e s s - r e l i e v i n g treatment f i n a l l y .

More r e c e n t methods of machining need very c a r e f u l study. Contour etching, spark e r o s i o n , e l e c t r o - p o l i s h i n g

etc. may a l l leave material with poor s u r f a c e c o n d i t i o n r e l a t i v e t o e i t h e r stress corrosion or f a t i g u e .
Unfortunately t h e manufacturing v a r i a b l e s are so numerous t h a t it is u n l i k e l y t h a t many actual r u l e s can be l a i d
down which would have much o v e r a l l v a l i d i t y ; t h e b e s t t h a t can be achieved i n t h i s paper is t o emphasise t h e need
f o r awareness of t h e problem.

11.3 Correction of D i s t o r t i o n
I t is i n t e r e s t i n g t h a t , although t h e influence of t h e c o r r e c t i o n of d i s t o r t i o n with r e s p e c t t o f a t i g u e
behaviour has been very well a u t h e n t i c a t e d , s u r p r i s i n g l y few a i r c r a f t companies have made much e f f o r t properly
t o c o n t r o l shop p r a c t i c e s . I t is most s u r p r i s i n g t h e r e f o r e t h a t even less regard seems t o have been given t o
r e s i d u a l s t r e s s e s from t h i s s c o r e w i t h respect t o stress corrosion.

The problem is extremely d i f f i c u l t , as no t o o l e x i s t s a t present which can examine a s u r f a c e in situ f o r

r e s i d u a l s t r e s s . For p a r t s of complex shape t h e only method of a n a l y s i s is t o s t r a i g h t e n t h e p a r t with s t r a i n
'gauges attached or t o c u t it up afterwards, or t o reduce it t o such s i z e t h a t checks can be made by X-ray
c r y s t a l l o g r a p h y as r e p r e s e n t a t i v e of t h e remainder. Unfortunately parts r a r e l y d i s t o r t similar amounts and thus
a f i r s t - o f f sample t e s t e d d e s t r u c t i v e l y m a y not provide t h e necessary guide f o r subsequent pieces. It is t h e
random nature of complex shapes which make t h e problem more d i f f i c u l t t h a n t h a t of r e s i d u a l s t r e s s from forming
operations, which are c o n t r o l l a b l e .

I n any event it is suggested t h a t aluminium a l l o y s should never be s t r a i g h t e n e d i n t h e s h o r t t r a n s v e r s e

d i r e c t i o n . Only l i m i t e d amounts should be permitted i n t h e o t h e r s , depending upon t h e heat treatment condition
at t h e time. I t is t h e r e f o r e recommended t h a t high s t r e n g t h aluminium p a r t s should at least be machined i n t h e
s o l u t i o n - t r e a t e d , s t r e t c h e d and naturally-aged condition, s o t h a t any d i s t o r t i o n t h a t may arise can be c o r r e c t e d
i n t h e lowest h e a t - t r e a t e d s t a t e possible. The subsequent p r e c i p i t a t i o n m a y a f f o r d some r e l i e f or can be designed
t o do so.

m e n s o , it would seem wise t o quote some l i m i t i n g stress. One company has s t u d i e d t h e r e s i d u a l s t r e s s at t h e

s u r f a c e of simple bends of various aluminium a l l o y s a t d i f f e r e n t heat-treatment conditions by means of X-ray
crystallography and s t r a i n gauge techniques and has t h e n devised an empirical r e l a t i o n s h i p with t h e measured
s t r a i n required t o c o r r e c t t h e d i s t o r t i o n . In t h i s w a y a y a r d s t i c k which leads t o some consistency has been
achieved. The other way of resolving t h e problem would seem t o be t o reform t h e p a r t by shot-peening. This
leaves both s u r f a c e s i n compression. I t is argued t h a t f a t i g u e t e s t specimens of aluminium a l l o y peened and
t e s t e d i n a x i a l t e n s i o n m a y l o s e some f a t i g u e s t r e n g t h by t h i s a c t i o n , whereas a s i g n i f i c a n t g a i n is noted when
t e s t e d i n bending. General experience has shown v e r y few cases i n s e r v i c e where peening has not benefited t h e
s t r u c t u r e , probably because few parts a r e loaded i n pure a x i a l t e n s i o n , S t r e s s g r a d i e n t s are always present, due
t o changes of s e c t i o n , notches e t c .

Thus t h e r i s k s of adverse changes of f a t i g u e s t r e n g t h would seem small compared with t h e b e n e f i t s t h a t can

accrue from t h e s t r e s s c o r r o s i o n viewpoint.

Very l i t t l e work has been done with titanium but s t r e s s - r e l i e v i n g by heating would seem a more l i k e l y s o l u t i o n
i n most cases f o r many of t h e a l l o y s i n use today. The furnace atmosphere must be c a r e f u l l y c o n t r o l l e d .

Most high t e n s i l e s t e e l p a r t s are t o o s t r o n g and it is d i f f i c u l t t o correct t h e i r d i s t o r t i o n by bending,

c a r e f u l machining i n t h e f i n a l form being t h e only s o l u t i o n . Fortunately, as many of t h e high s t r e n g t h s t e e l s
a r e developed from d i e s t e e l s , they have been developed with a high dimensional s t a b i l i t y . Lower s t r e n g t h
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s t e e l s a r e not a problem with respect t o s t r e s s corrosion. Both titanium and steel w i l l respond t o shot-peening
t o a l i m i t e d degree.

11.4 Control of Processing

I n Section 9 d e a l i n g with t h e choice of material, it w a s shown t h a t even r e l a t i v e l y low temperature heat
treatments would i n t e r f e r e w i t h t h e behaviour of t h e material from t h e point of view of stress corrosion, even
though no change of s t a t i c mechanical p r o p e r t i e s was observed a f t e r t h e treatment. It is t h e r e f o r e of v i t a l
importance t h a t p a r t s are heat-treated, formed, s t r e s s - r e l i e v e d and subsequently processed with t h e utmost regard
f o r t h e approved schedule of t h e p a r t , without any deviations whatsoever. Not n e a r l y enough a t t e n t i o n is paid
t o t h i s aspect of manufacturing.

11.5 Corrosion Protection

There is l i t t l e doubt t h a t much can be done.to prevent stress corrosion f a i l u r e s by t h e use of p r o t e c t i v e
methods and it is t o be hoped t h a t t h e s e w i l l be f u l l y s p e c i f i e d by t h e design department. Nevertheless it must
be admitted t h a t t h e a t t i t u d e of t o o many production departments is t h a t such processes, coming as they do at
t h e end of t h e Schedule, are a nuisance. They are a v i t a l p a r t of t h e i n t e g r i t y of the s t r u c t u r e , not from just
t h e v i s u a l aspect of subsequent corrosion, which is usually t h e least damaging, but from t h e viewpoint of t h e
a c t u a l physical performance of t h e s t r u c t u r e . This cannot be emphasised t o o strongly. Every d e t a i l of processing
is c r i t i c a l and t h e numbers of such d e t a i l s are legion.

Without wishing t o promote a Design / Production feud it must be appreciated t h a t poor treatment is bound t o
show i n t h e end. Hence, i f Production f e e l t h a t t h e design does not permit proper f i n i s h i n g , t h e y should say so
and not t o t r y t o get by.

It. 6 Assembly

I t is absolutely v i t a l t h a t no assembly stresses are b u i l t i n t o t h e s t r u c t u r e . Drawing l i m i t s must be main-

t a i n e d and t h e importance of accurate p r o t e c t i v e treatment w i l l show up i n t h i s case. Especially must t h e proper
requirements f o r j o i n t i n g compounds be met t o t h e l e t t e r , even though t h i s becomes increasingly d i f f i c u l t with
large structures.

I t is t h e author’s opinion t h a t Production Engineers who develop new t o o l s which build t h e p a r t s f a s t e r and
cheaper,. but do not accommodate t h e proper requirements f o r p r o t e c t i v e treatments, have f a i l e d i n t h e i r purpose
and do a d i s - s e r v i c e t o t h e industry.

, I n t h i s respect it is not out of place t o reiterate here t h e e s s e n t i a l need f o r Production Engineers t o t a k e

i n t o account t h e performance of t h e end product. I t is not d i f f i c u l t f o r a case t o be made by t h e Production
man t h a t doing a job i n such and such a way w i l l be cheaper but leave g r e a t e r r e s i d u a l s t r e s s , or leave out a
p r o t e c t i v e treatment. Is is o f t e n nearly impossible f o r t h e designer, with t h e limited knowledge at h i s d i s p o s a l ,
t o p r e d i c t with accuracy t h e increased likelihood of f a i l u r e which may r e s u l t from t h i s change t o a s p e e d i e r ,
cheaper job. Of couse t h i s is not t o say t h a t t h e r e is not nearly always a better, cheaper way of doing it. It
is merely being r e i t e r a t e d t h a t a l l aspects of subsequent behaviour must be taken i n t o consideration when
s e l e c t i n g t h e manufacturing schedules.

11.7 Conclusion
It has been shown t h a t t h e Production Engineer has t h e r e s p o n s i b i l i t y equal t o t h a t of a Designer t o ensure
t h a t a m a t e r i a l is not spoiled by otherwise apparently harmless deviations from the approved p r a c t i c e and t h a t
he does not introduce unfavourable stresses i n an otherwise acceptable design. It is believed t h a t a much
g r e a t e r awareness of t h e importance of accurate processing must be developed a t shop f l o o r level.

The Designer is expected t o t a k e a l l aspects of h i s design and its manufacture i n t o account and, t o sharpen
h i s awareness, he t s u a l l y hears of h i s mistakes. Defect and Product Support Departments are very c l o s e l y a l l i e d
t o Design teams i n most companies; consequently t h e r e is a constant feedback of t r o u b l e s and t h e need f o r
expensive r e c t i f i c a t i o n . I t is o f t e n much more d i f f i c u l t t o show t h a t , had a p a r t f i t t e d properly or had t h e
treatment been t o t h e required standards, t h e defect would not have a r i s e n . Nevertheless it is s t r o n g l y
recommended t h a t there should be much more feedback t o Production, w i t h r e s p e c t t o s e r v i c e f a i l u r e s . than is t h e
case i n most companies today.

There a r e , of course, problems. Many d e f e c t s are s o s i g n i f i c a n t t o t h e company’s image, c o n t r a c t u r a l l i a b i l i t y

etc. t h a t t h e defect i n v e s t i g a t i o n s i d e is a t i g h t l y k n i t u n i t working i n strict confidence.

Somehow t h i s problem of communication must be overcome, even i f t h e r e is a delay b u i l t i n t o t h e feedback

system t o accommodate t h e security aspects.

I t should perhaps be s a i d here once again, t o avoid misunderstanding, t h a t , although t h e problem is complex
and a hundred per cent d e t e c t i o n w i l l never be achieved, most of t h e s e r v i c e f a i l u r e s due do stress corrosion
could be prevented by t h e means c u r r e n t l y at our disposal. I t is a matter of a t t e n t i o n t o d e t a i l -
the correct
and p r e c i s e i n t e r p r e t a t i o n of t h e design by t h e Production Engineer. Somehow t h i s must be brought home t o a l l
l e v e l s of shop f l o o r Management and Supervision.
24

I t is not p e r t i n e n t t o d i s c u s s t h e r e l a t i v e inspection organisation methods a v a i l a b l e t o monitor t h i s or t h e

advantages of t h e q u a l i t y c o n t r o l approach. So much of t h e manufacturing and processing operations cannot be
checked afterwards, by inspection methods a t our d i s p o s a l , t h a t t h e problem must be tackled with t h e r e a l i s a t i o n
by t h e Production Department of t h e i r r e s p o n s i b i l i t i e s i n t h i s r e s p e c t .

This may seem r a t h e r over-emphasised a f t e r what has been s a i d about t h e importance of good design, but t h e
d i f f e r e n c e between Design and Production is t h a t i n Design t h e component or assembly has t o be expressed
completely on paper and a check can be made whether t h e proper precautions have been considered; whereas, i n
Production, once a p a r t is made it is usually impossible t o prove what has been done during f a b r i c a t i o n .

12. THE PROBLEMS OF COMMUNICATION

12.1 General
I n t h e preceding s e c t i o n s an attempt has been made t o review some of t h e w a y s by which stress corrosion f a i l u r e s
can be avoided and t h e relevance of t h e a c t i v i t i e s of d i f f e r e n t departments has been accentuated. Many reading
t h i s w i l l be f e e l i n g t h a t t h e y have read t h i s before and i t is not new. This is t r u e and it is not suggested t h a t
anything has come out of t h e survey which w a s not known t o many i n industry. It has been s a i d t h a t a t t e n t i o n t o
t h e s e d e t a i l s can v i r t u a l l y e l i m i n a t e stress corrosion f a i l u r e s , yet still t h e y persist. Where is t h e problem?

The whole aspect o f m a t e r i a l use, and design and manufacture, has become s o complex t h a t I t is h a r d l y s u r p r i s i n g
t h a t aspects of stress corrosion a r e missed, and t h a t many people a c t u a l l y designing or responsible f o r making t h e
parts do not know t h e simple f e a t u r e s r e f e r r e d t o i n t h i s r e p o r t . The rea1,problem of s t r e s s corrosion is t h e r e -
'
f o r e one of communication. I n most designs t h e i n t e g r i t y of t h e s t r u c t u r e with r e s p e c t t o s t a t i c s t r e n g t h and
f a t i g u e needs t o be proved by t e s t s , whereas t h e s e are not o f much value with respect t o stress corrosion i f each
p a r t is l i a b l e t o have d i f f e r e n t inherent r e s i d u a l s t r e s s . (One Government Agency is now r e q u i r i n g t h i s ,
nevert heless. )

The d i f f e r e n c e seems t o be t h a t f a t i g u e behavi'our is accepted as a material property by Design and Production,

whereas s t r e s s corrosion is considered a disease!

E a r l i e r i n t h e paper it has been suggested t h a t m a t e r i a l s used with success by one company have led t o
disastrous' r e s u l t s when used by another. It is believed t h a t t h i s is due t o e i t h e r
(a) t h e b e t t e r c o n t r o l and communication of t h e problem and its s o l u t i o n throughout t h e one company, u s u a l l y i n
t h e form of standards, or
(b) an inherent know-how which developed, by chance or from feedback, i n t h e use of t h e p a r t i c u l a r material w i t h i n
t h a t company.

Referring t o (a) it is not t h e companies with t h e best research f a c i l i t i e s etc. t h a t have n e c e s s a r i l y been
successful but t h e companies which have developed and maintained adequate l i n e s of communication. Even having
b e a u t i f u l l y prepared c o n t r o l s p e c i f i c a t i o n s is of no value i f t h e system does not ensure t h e i r use. While
method (b) may seem t o be s u c c e s s f u l , companies r e l i a n t on i t are very vulnerable, because sudden changes of s t a f f
can reduce t h e i r know-how t o zero.

It is suggested t h a t t h e only way is t o b u i l d up an integrated s t r u c t u r e of company design r u l e s , s t a n d a r d s

and manufacturing processes i n t e g r a t e d within t h e company's procedure i n s u c h a way t h a t a d e v i a t i o n from t h e
norm u p s e t s t h e system and t h e d i f f e r e n c e has t o be examined before production can proceed. I t would not be
s e n s i b l e t o suggest, i n t h e l i g h t of t h e evidence i n t h i s survey, t h a t these features should be developed f o r '
stress corrosion considerations alone.

Equally it must he r e a l i s e d t h a t t h i s i n t e g r a t e d approach can only be achieved by t o p management i n s t r u c t i o n

and support. It can only be achieved by t h e c l o s e . a p p r e c i a t i o n and co-operation of a l l departments of t h e
company. Design Department, Supplies Department, who must appreciate t h e t e c h n i c a l s i g n i f i c a n c e of t h e purchase,
Production Department, who must balance t h e i n t e g r i t y of t h e s t r u c t u r e as part of t h e c o s t assessment, and
Inspection. Such a system t o be e f f e c t i v e , must flow out through t h e s e departments t o semi-finished m a t e r i a l
s u p p l i e r s , sub-contract Design Off i c e s , sub-contract Manufacturers e t c . A few of t h e larger companies have
complex systems of t h i s s o r t i n operation. A few of t h e s e a c t u a l l y work.

I t is i n t e r e s t i n g t h a t a survey of t h e desi,gn requirements of NATO Countries shows t h a t , f o r instance, i n t h e

United Kingdom design requirements f o r aircraft of t h e Royal Air Force and Royal Navy have at least t h i r t e e n
d i f f e r e n t requirements and advisory notes dealing w i t h s t r e s s corrosion and design, and four more d e a l i n g w i t h
protection; t h e r e a r e a f u r t h e r eighteen r e f e r e n c e s i n t h e complementary inspection document. This is s u r e l y
enough t o d e a l with t h e matter, yet c l e a r l y it does not s u f f i c e . It is suggested t h a t such documents a r e
r e s t r i c t i v e and cannot take i n t o account d e t a i l e d d i f f e r e n c e s of organisation, methods and procedures within each
firm. They cannot have an e f f e c t i v e feedback system. Recently t h e problem of t h e h i g h s t r e n g t h aluminium
Zn Mg a l l o y s of t h e 7075 type was tackled by introducing a pro forma, which had t o be f i l l e d i n and returned t o
t h e Ministry of Technology, describing t h e purpose and reasons f o r use of such an a l l o y . This has t h e advantage
of ensuring t h a t a l l t h e b e s t p r a c t i c e s are adopted, and t h a t each design is vetted. Unfortunately it a l s o t e n d s
t o be r e s t r i c t i v e i n its approach and, i n any event, it is not a p r a c t i c e t h a t can be used f o r every material.
It is proposed t h a t each company can and must s o l v e its problems i t s e l f . The survey shows t h a t very few have
r e a l l y attempted t o do SO.
 25

12.2 Ihe Formation of a S p e c i f i c a t i o n System

It would seem t o t h e author t h a t t h e important f e a t u r e of any communication system is t h a t , although d i f f e r e n t
s o r t s of i n s t r u c t i o n s are required f o r people of d i f f e r e n t d i s c i p l i n e s , they must a l l be thoroughly i n t e g r a t e d
and t h u s must stem from a c e n t r a l source. This does not mean t h a t t h e Department t h a t w r i t e s and issues t h e
information or i n s t r u c t i o n s is responsible f o r company policy, or even t e c h n i c a l l y responsible f o r t h e choice of
material or method. But t h e y must be t e c h n i c a l l y capable of disseminating t h e d e c i s i o n s taken by the company
and fed t o them f o r implementation. They must be adequately a l i v e t o appreciate t h e impact of a change i n one
i n s t r u c t i o n upon another.

I t is suggested t h a t two main avenues of information should be set up. The i n s t r u c t i o n s t o t h e Drawing Office
and t h e i n s t r u c t i o n s t o Production. (Inspection proves t h a t these have heen c a r r i e d o u t . )

It is f u r t h e r suggested t h a t , t o make t h e system p r a c t i c a b l e , it must be simple. This sometimes means t h a t

a c t i o n or c o n t r o l has t o be based on broad g e n e r a l i t i e s . The company is more l i k e l y t o react t o a general rule
i n a c o n s i s t e n t fashion. Obviously such “rules” w i l l not be s t r i c t l y accurate, or t h e “ideal” f o r any given case.
The aim. however, is not t o produce a few i s o l a t e d s p e c i f i c p a r t s of high q u a l i t y , but t o raise t h e whole output
t o a b e t t e r standard than before, and at t h e same time t o c o n t r o l t h e company a c t i v i t y i n such a way t h a t w i l l
s t o p t h e really bad c a s e s from leaving t h e factory.

There is much t o be s a i d i n educating every member of t h e s t a f f i n t h e t e c h n i c a l aspects of t h e various problems,

but i n t h e author’s opinion t h i s is unlikely t o succeed; it is t o o great a task .
A degree of confidence must
be b u i l t up between s p e c i a l i s t persons or departments who can then agree a set of rules without n e c e s s a r i l y
understanding a l l t h e o t h e r Departments’ reasons.

F i n a l l y , it is necessary f o r Management s t r o n g l y t o support t h e system and f o r as many Departments and people

as possible t o have a say i n t h e preparation of t h e system,’so t h a t it can be t r u l y s a i d t h a t it is t h e i r system
and not one imposed upon them by a nebulous hierarchy.

For t h e people responsible f o r implementing such i n s t r u c t i o n s and issuing t h e various documents t h i s path is
fraught with f r u s t r a t i o n , delay, and a f e e l i n g t h a t it w i l l never be actioned. Nevertheless t h e preparation of
a new Drawing Office i n s t r u c t i o n or s p e c i f i c a t i o n f o r t h e Shops must be accepted as a slow process. Once t h e
system is accepted and well e s t a b l i s h e d , t h e confidence and success it then has w i l l be worth a l l t h e f r u s t r a t i o n .
To have c l e a r - c u t r u l e s issued from an i s o l a t e d a u t h o r i t y without t h e democratic process of preparation may
produce very good i n s t r u c t i o n s w r i t t e n by an expert but t h e shop and everyone else w i l l d e l i g h t i n seeking loop-
holes and dodging t h e i n t e n t i o n s a l l t o frequently. It is unlikely t h a t t h e s p e c i f i c a t i o n or i n s t r u c t i o n can be
s o p r e c i s e yet adequately all-embracing t h a t it w i l l meet a l l possible cases s t r i c t l y t o t h e l e t t e r . It is only
t h e good w i l l of t h e people who have helped t o b u i l d t h e system t h a t can make it work.

The manner i s which t h i s is done w i l l obviously vary from company t o company, depending upon t h e company
organisation, s i z e etc. One company, newly i n t e g r a t e d , s e t up a s e r i e s of committees f o r each of t h e f i e l d s
described, each person on t h e respective committee (not n e c e s s a r i l y a very s e n i o r member of t h e company, but one
recognised as an a u t h o r i t y within t h e u n i t ) being chosen from each p a r t of t h e Company. The Chairman of each
committee, usually s e l e c t e d by Management, was made responsible f o r t h e output of t h e particular committee and
furthermore w a s responsible f o r i n t e g r a t i n g with t h e chairmen of t h e other committees. They were f u r t h e r welded
together by forming t h e chairmen i n t o a main standards committee responsible f o r d e f i n i n g company policy towards
t h e d i f f e r e n t problems. This main committee was chaired and d i r e c t e d by a member of t h e Board of Directors. It
was t h e r e s p o n s i b i l i t y of each committee t o o b t a i n t h e views and advice of any s p e c i a l i s t s and sometimes t o
promote research or t e s t work t o s u b s t a n t i a t e t h e i n s t r u c t i o n s being developed.

Once t h i s s o r t of organisation has been s e t up and working it w i l l be found t h a t i n s t r u c t i o n s f o r any s p e c i a l

f e a t u r e such as s t r e s s corrosion a r e not l i k e l y t o be issued, but t h a t a l l aspects w i l l be watched i n t h e various
standards wherever t h e y a r i s e . Thus:

(i) I n s t r u c t i o n s regarding material p r o p e r t i e s w i l l be given i n t h e Design Handbook, with comments upon

s e l e c t i o n . This w i l l usually he a s e l e c t e d s h o r t list i n t h e i n t e r e s t s of s t a n d a r d i s a t i o n and economy
of stocking, heat treatment etc. The list should be devised by consultation between design, s t r u c t u r e s
and m a t e r i a l s people on t h e requirements of t h e particular p r o j e c t and monitored by Buying Departments,
Inspection Departments e t c . t o confirm t h e choice. ’

( i i ) A policy should be prepared on the procedure f o r t h e s u p p l y of forgings, c a s t i n g s etc. Guide l i n e s f o r

s e l e c t i o n , heat treatment, machine requirements e t c . should be given t o Designers and procedures issued
t o Buying, Inspection and Production. quoting i n d e t a i l how t h e Drawing Office d e c i s i o n s are t o he
implemented. Rigid procedural systems should be included s o t h a t , f o r instance, a forging could not
get i n t o production without t h e g r a i n flow, t h e r e s i d u a l stress etc. being checked. One way t o do t h i s
is t o organise t h e order-supply procedure s o t h a t “ f i r s t - o f f s ” a r e obtained by Buying Departments, and
fed t o Inspection Laboratories and t h e Stress Office; not u n t i l a l l t h r e e have signed a form of agree-
ment can a drawing be r a i s e d i n i s s u e t o t h e production standard. Only then can Buying Department
purchase production q u a n t i t i e s .
(iii) Every aspect of t h e need t o reduce r e s i d u a l s t r e s s is involved i n such a way t h a t material must have
been supplied and made t o one or other of t h e procedures which w i l l achieve t h i s , i.e. slow cooling
rate, cold-compression, c o n t r o l l e d s t r e t c h etc.
26

( i v ) A policy on p r o t e c t i o n should be formulated and clear-cut i n s t r u c t i o n s given, i.e. cadmium p l a t i n g ,

anodising etc. followed by painting of a standard type. The manner of c o n t r o l of each process should
be issued t o Shops and Inspection.

(v) The Policy t o shot-peen or s h r i n k - f i t , and t h e accepted tolerances, should be formulated and implemented.
( v i ) The policy on minimum bend r a d i i should be given t o t h e Drawing Office.
( v i i ) Methods and procedures f o r dealing with d i s t o r t i o n and its c o r r e c t i o n should be introduced.

Soon, when such a system is operating and t h e r u l e s known, s u p p l i e r s , sub-contractors and everyone w i l l be
feeding back information, noting d i f f e r e n c e s from t h e rules and checking whether t h e s e are i n t e n t i o n a l or a
mistake. A Company policy w i l l have been established. I n f a c t , not many w i l l know why c e r t a i n t h i n g s are done,
but t h e door must always be open f o r them t o ask. I n t h e main, if confidence can be induced t h e y w i l l happily
operate t o t h e r u l e s l a i d down. This p a r t n e r s h i p of goodwill towards t h e system is v i t a l . I t would be r i d i c u l o u s
t o suppose t h a t every i n s t r u c t i o n was correct o r always covered every aspect intended. The feedback from
experience w i l l s u r e l y hammer t h e system i n t o a very sound working t o o l . A l o t of money can be saved i n t h i s way,
and almost a l l t h e s e r v i c e failures s a i d t o be due t o s t r e s s corrosion could be prevented.

The Turin Conference on Stress Corrosion formed an i n t r o d u c t i o n t o t h e problem. Work i n t h e u n i v e r s i t i e s ,

research i n s t i t u t e s and company l a b o r a t o r i e s w i l l lead t o b e t t e r materials and b e t t e r p r o t e c t i o n , but at present
t h e onus of r e s p o n s i b i l i t y must l i e with reasonable standards of design and proper manufacturing and assembly
met hods.

It is hoped t h a t t h i s survey w i l l contribute t o a b e t t e r i n t e g r a t i o n of e f f o r t by a l l p a r t s of every aerospace

company, The means of reducing t h e problem of stress corrosion,would seem t o be i n our hands now. We must build
up our l i n e s of communication t o see t h a t t h e practices a r e more f a i t h f u l l y implemented.

A symposium d e a l i n g w i t h a l l aspects o f t h i s survey w i l l give t h e opportunity f o r specialists i n each f i e l d

discussed t o develop t h e f e a t u r e s i n more d e t a i l than t h i s paper can do. It is hoped t h a t t h i s w i l l s e t t h e pace
f o r t h e necesgary p r a c t i c e s t o he introduced.

13. CONCLUSIONS

A review of some of t h e a s p e c t s of t h e prevention of stress corrosion m a y be of value.

13.1 Reduction of Residual S t r e s s i n Die Forgings

It has been advocated i n t h i s paper t h a t reduced cooling rates are advantageous. It is argued by many t h a t t h i s
(a) does not always prevent high i n t e r n a l s t r e s s e s ,
(b) is l i a b l e t o produce i n t e r c r y s t a l l i n e corrosion s e n s i t i v i t y ,
(c) causes a reduction of t e n s i l e s t r e n g t h due t o c e r t a i n e f f e c t s with some a l l o y s .

I t is possible t h a t 'each and everyone of t h e p o i n t s w i l l not be met without d i f f i c u l t y .

However, t h e r e is l i t t l e doubt t h a t t h e A 1 Zn Mg a l l o y s of 7075 type, chromium f r e e , can be produced with very

slow cooling rates on adequately t h i c k s e c t i o n s and it is not o f t e n t h a t s e r i o u s r e s i d u a l s t r e s s e s r e s u l t . I n
any event t h e approval forging should have been m e t a l l u r g i c a l l y examined before production and a change of
technique introduced if t h e r e had been trouble. The mechanical p r o p e r t i e s w i l l be adequately maintained and it
is not t o o important what happens t o t h e i n t e r c r y s t a l l i d e corrosion r e s i s t a n c e . This can be looked a f t e r by
p r o t e c t i v e methods. The f a c t t h a t t h e s t r e s s corrosion w i l l not be improved does not matter t o o much e i t h e r .
The part w i l l not f a i l i f t h e stress component of t h e environment is absent.

It would seem t h a t t h e T 73 t y p e treatment, or even similar ones, can a l s o lead t o low r e s i d u a l s t r e s s e s .

T h i s would seem t o he as important as t h e improvement of actual stress corrosion behaviour shown by t e s t i n g i n
the laboratory. These treatments a l s o reduce t h e mechanical properties.

13.2. Reduction of Residual Stress by Stretching

It is necessary t o c o n t r o l t h e s t r e t c h applied. It has been shown t h a t large l o n g i t u d i n a l p l a s t i c deformation,

although leading t o improved longitudinal p r o p e r t i e s , m a y cause a reduction of t h e p r o p e r t i e s i n t h e other d i r e c -
t i o n s and t h e compression-strength i n t h e longitudinal d i r e c t i o n may be reduced also.

Thus, c o n t r o l l e d s t r e t c h i n g should always be adopted. This is commonly set at 1% t o 2%. Increasing t h e

s t r e t c h increases t h e proof stress and reduces t h e proof/ultimate r a t i o . I n r e p l y t o questions during t h e
survey some people f e l t t h a t t h e f r a c t u r e toughness, and perhaps t h e dynamic crack propagation, was reduced by
doing t h i s .

From t h e design viewpoint. bearing i n mind a l l aspects of f a b r i c a t i o n , it is necessary t o e s t a b l i s h whether

the-behaviour of s o l u t i o n - t r e a t e d , s t r e t c h e d and aged A 1 Cu Mg S i (BS L64), s o worked t h a t it has proof and
t e n s i l e s t r e n g t h s equal t o t h e p r e c i p i t a t e d condition, a l s o h a s t h e same f r a c t u r e toughness behaviour, and whether
t h e s t r e s s corrosion r e s i s t a n c e d i f f e r s as well.
 27

13.3 Shot-Peening
Ekeryone everywhere b e l i e v e s t h a t shot-peening is t h e b e s t preventative t o crack i n i t i a t i o n i n any alloy. It
is important t o know why t h i s is so. I f it is because of r e s i d u a l stress, then how s i g n i f i c a n t is t h e influence
of r e l a x a t i o n induced by t h e s e r v i c e dynamic loading of t h e p a r t . In t h e case of main undercarriages, which are '

usually designed with s t a t i c f a c t o r s approaching unity, w i l l a heavy loading lead t o s t r e s s r e l a x a t i o n and hence
s u s c e p t i b i l i t y t o crack i n i t i a t i o n ? Indeed, t h e whole question of t h e design usage of surface compressive methods
is dependent upon t h e answer t o t h i s problem.

It would seem t h a t t h e r e s i d u a l s t r e s s p e r se is not t h e real cause of t h e improvement of behaviour, but t h e

influence of the, changed metallurgical s t r u c t u r e . The whole outlook on s u r f a c e f i n i s h i n g might be changed i f
t h i s could be demonstrated. Nevertheless, t h e evidence at t h i s s t a g e seems so overwhelming t h a t such treatments
are b e n e f i c i a l i n v i r t u a l l y a l l t h e practical cases, t h a t it would seem t h a t t h e y can be applied without t o o much
worry as t o t h e s e p r e c i s e answers at t h i s time. This would a l s o seem t o be t r u e despite t h e simple laboratory
demonstration t h a t t h e f a t i g u e behaviour of a p l a i n specimen t e s t e d i n a x i a l tension is reduced by shot-peening.

I Presumably, i n practice a l l p a r t s are s o complex i n shape or stress p a t t e r n t h a t t h e pure case never arises.

13,4 P r o t e c t i v e Treatments
The survey shows t h e marked value of p r o t e c t i v e metallic coatings. Although aluminium a l l o y s i n s h e e t and
p l a t e form have been used with Alclad f o r many years, t h e r e is now a tendency t o forego t h i s t o o b t a i n improved
dry-air f a t i g u e performance. In t h e i n t e r e s t s of stress corrosion and corrosion i n general t h i s could well he
reviewed. Some comparative t e s t s incorporating modern p a i n t systems as well, would be i n t e r e s t i n g .

I n t h e 1939-45 war t h e German industry produced c l a d extrusions f o r s t r i n g e r s etc. Should t h i s be reviewed

i n t h e l i g h t of modern technology?

Nearly a l l researchers have shown t h a t metal spray such as z i n c or aluminium is b e n e f i c i a l and, when applied
t o a b l a s t e d s u r f a c e , as is usual, does not cause a reduction of f a t i g u e performance. There are problems of
adhesi.on and limits and f i t s , but t h e s e should not be insoluble.

Most high s t r e n g t h steels s t i l l seem t o be cadmium p l a t e d , though z i n c spray has been shown t o be very
e f f e c t i v e . Perhaps aluminium spray would be b e t t e r o v e r a l l , although s l i g h t l y poorer from t h e aspect of adhesion.
The United S t a t e s Air Force Materials Laboratory are developing a method of t r e a t i n g b o l t s etc. with aluminium,
which may have marked advantages.

There have been s i g n i f i c a n t advances i n paint technology. It would seem t h a t properly c o n s t i t u t e d p a i n t s m a y

h e l p w i t h respect t o s t r e s s corrosion but may need l a r g e r q u a n t i t i e s of a v a i l a b l e chromates than f o r ordinary
corrosion protection. P a i n t s a r e only good i f t h e i r adhesion is excellent. Thus, t h e s u r f a c e preparation is
important:

( i ) Anodising does not seem t o improve t h e stress corrosion r e s i s t a n c e of aluminium a l l o y s . Anodising should
not he sealed before bonding; t h e r e f o r e , is it t h e best preparation f o r p a i n t i n g and, i f so, should it
not be l e f t unsealed before painting?
(ii) I t is s a i d t o be necessary t o passivate e l e c t r o - p l a t e d cadmium and z i n c s u r f a c e s before p a i n t i n g (unless
e t c h primers are used). For epoxy p a i n t s it is necessary t o p r e - t r e a t aluminium a l l o y s t o obtain
adequate water r e s i s t a n c e . Should we not p a s s i v a t e or pre-treat sprayed z i n c or aluminium coatings before
painting?
(iii) A t present n e a r l y a l l paint films a r e resinous and r a t h e r b r i t t l e . A l l are permeable t o moisture. I t
has been shownthatimpermeable butyl films can cause specimens i n wet laboratory tests t o behave as i f
t e s t e d i n d r y a i r . Should we not press f o r paint t e c h n o l o g i s t s - t o pursue t h i s aspect more p e r s i s t e n t l y
s o t h a t an impermeable elastomer p a i n t becomes t h e order of t h e day? It is s a i d t h a t t h i s is not wise
because, i f t h e paint were damaged, f a i l u r e s would arise. The p a i n t w i l l always become damaged
somewhere. Such remarks always assume t h a t parts should be designed beyond t h e m a t e r i a l ' s threshold
s t r e s s and can then r e l y on t h e paint. Very few people, apart from considering t h e s h o r t t r a n s v e r s e
d i r e c t i o n , a c t u a l l y alter t h e i r design values,to t a k e stress corrosion i n t o account so we can only be
better o f f than at present, not worse, by using p r o t e c t i v e s developed along t h e s e l i n e s ,

ACKNONLEDGEMENTS

The survey h a s been supported and guided by Dr Lovelace of t h e Wright-Patterson Air Force Base, Materials
Division, Chairman of t h e Stress Corrosion Panel, andmembersof t h e Panel, and much aided by t h e h e l p f u l
a d m i n i s t r a t i v e a b i l i t y of Mr Turhan I s k i t .

The author is employed as Materials Engineer t o Hawker Siddeley Aviation Limited, Hatfield. England, and would
p a r t i c u l a r l y l i k e t o thank t h e Directors of t h a t company f o r t h e i r tolerance and support of these a c t i v i t i e s and
h i s many colleagues, who have a s s i s t e d i n a v a r i e t y of ways.
 28

APPENDIX I

REFERENCES A N D FURTHER R E A D I N G

1. Piper, D.E. Survey of Stress Corrosion Test Methods. AGARD Materials and S t r u c t u r e s Panel.

2. - Electron Fractography. USAF Materials Laboratories, Report ML-TDR. 64-416, 1965.

3. Harris, W.J. Fretting and Fatigue. Hawker Siddeley Aviation Company Report.

4. -
0

5. Evans, U.R. The Corrosion and Oxidation of Metals. Edward Arnold, Leeds and London, 1960.
6. G i l l i e d . P.T. Corrosion Fatigue. Metallurgical Review, Vol. 1, P a r t 3, 1956.

' 7. Sprowls, D.O. Investigation of the Stress Corrosion Cracking of High Strength Alloys. ALCOA Report,
e t al. NAS. 8.5340. October 1966.

8. - Avoiding Stress Corrosion Cracking in High Strength Aluminium Alloy 'Structures.

Alcoa Green L e t t e r , 1962.

I 9. - Stress Corrosion Cracking of Aircraft Structural Materials. AGARD Conference

Proceedings 18, 1967.

10. Priest, A.H. The Stress Corrosion Resistance of Two Low Alloy Steels Subject to Thermal and
May, M.J. Thermmechanical Treatment. MG. E l 342/67, 1967.

11. - Stress Corrosion Cracking of A1 Alloys. B a t t e l l e Memorial I n s t i t u t e , DMIC Memoranda

202, 1965.

- 12. Benjamin, W.D. Environmentally Induced Delayed Fractures in Martensitic High Strength.Stee1.s. USAF
Steigerwald, E.H. Materials Laboratories, AFML TR 68-80, 1968.

13. Barth. C.F. Evaluation of Stress Corrosion Susceptibility of Titanium Alloy Sheet Coated with
Steigerwald, E. H. High Temperature Sealants. USAF Materials Laboratories, Report AFML TR 67-135, 1967.

14. Benjamin, W.D. Stress Corrosion Cracking Mechanisms in Martensitic High Strength Steels. USAF
Steigerwald, E.H. Materials-Laboratories, Report AFML TR 67-98, 1967.

15. Fielding, J. Tensile Fracture Aluminium A1 loys. Hawker Siddleley Aviation Ltd., Ismet 3484,
May 1965.

16. Williamson, J . G . Corrosion Problems Associated with the Saturn Space Vehicle. American I n s t i t u t e of
Chemical Engineering. Materials Conference, 1968.

17. Goldberg, S. Stress Corrosion of High Strength Materials. Naval A i r Systems Command HQ USA.

18. Staehle, R.W. Effects of Fabrication and Processing on Stress Corrosion Cracking of Fe-Ni-Cr
Alloys. Department of Metallurgical Engineering. Ohio S t a t e University, Columbus,
USA. 1968.

19. Ward, C.Bradley Aircraft Corrosion Failures. USAF Materials Laboratories, Wright-Patterson A i r
Force Base, Dayton, USA, 1968.

20. Lifka. B.W. Exfoliation and Stress Corrosion Characteristics of High Strength Heat Treatable
e t al. Aluminium Alloy Plate. ALCOA. 1967.

21. Biefer. G . J . Cantilever Stress Cracking Tests on 18%Marageing Steel. Department of Energy
Garrison. J. C. Mines and Resources, Ottawa, PhysMet Division Report PM-R-68-5, 1968.

22. Biefer. G . J . Stress Corrosion Tests on Some High Strength Steels Using the US" Cantilever Methd.
Garrison. J. C. Department of Mines and Resources, Ottawa, PhysMet Division Report PM-67-8, 1967.

23. Westwood, A.R.C. Some Concepts Concerning Environment-Sensitive Failure Processes. William Hunt
Eisenmann Conference on F a i l u r e Analysis, Chicago, 1968.

24. Feige, N.G. Environmental Effects on Titanium A1 loys. National Association of Corrosion
Murphy, J. S. Engineers, USA, Second Annual Conference, 1966.

25. Biefer, G . J . Stress Corrosion Cracking Tests on Spring Loaded Bent Strip's of High Strength Steels.
Department of Energy, Mines and Resources, Ottawa, PhysMet Division Report PM-M-68-6,
1968.
 29

26. Lindberg, G . N . Survey of Stress Corrosion Problems and Control Procedures. Structures and Materials
Laboratory, National Aeronautical Establishment. Ottawa, ST 100, 1968.

27. Truman, J. E. Stress Corrosion Cracking of Martensitic Stainless Steels. Journal of the Iron and
et al. S t e e l Institute, Vol. 202, September 1964.

28. Holshousen, W.L. Material Failure as a Factor in Aircraft Accidents. William Hunt Eisenmann
Conference on Failure Analysis, Chicago, 1968.

29. Gaure. R . L . Investigation of Elastic Distortional Vave Birefringenence due to Crystallitic

Preferred Orientation and Stress in Anisotropic Polycrystalline Aluminum. Thesis
Submitted t o Oklahoma State University, May 1967.

30. Logan, N.I. stress Corrosion of Metals. John Wiley, New York, 1966.
30

APPENDIX I1

lliE FOLLOWING HAVE KINDLY ASSISTED WITH AND CONTRIBUTED TO THE SURVEY:

Europe

Dr Grayham BAC Operating, Weybridge

Mr J. Boraston BAC Operating, F i l t o n

M
r J.Fielding Hawker Siddeley Aviation. Manchester
United Kingdom
Mr N.Imrie Dowty Rotol, Gloucester

M
r H.G.Coles Ministry of Technology
D r Mullins Ministry of Technology

M. A. Guilhaudis Centre de Recherches, Ptkhiney

M. M.Sertour Sud-Aviat ion

M. M.Apert Centre d ’ l s s a i s des Propulseurs

.
h o f R. Mazet Office National d’Etudes e t de Recherches France
Aerospatiales, ONERA, Chatillon

M. J. Herenguel Trefimetaux, Argenteuil

M. M.Renouard Director Cegedur Sp I s s o i r e

Brigadier General D.Kanellopoulos 202 MD Athens Greece

Prof.Dr Ing F.Bollenrath Aachen

Dr T. Gayman M-kich
Germany
I)r Gay Industrieanlagen Betriebsgesellschaft

Dr 1ng.Schaffer Entiwicklungsring Sud, GmbH, Munich

Mr H.Kjdllesda1 Oslo Norway

Dr R. J.Schekelman Royal Net her lands A i r c r a f t Factory

Nether lands
Mr H.P.Van Leeuwen National Aerospace Laboratories (NLR). Amsterdam

Col A.Parot Forces Arm6es, Brussels Belglum

Prof.Frithof Niordson The Technological University of Denmark. Copenhagen Denmark

Col A. Griselli Minister0 d e l l a Difesa Aeronautica Italy

United S t a t e s of America
Mr Ward Minkler
Titanium Metal Corporation, New York
Dr Wrulk

Mr M. C. Woodward
Mr March
M
r Mayer ALCOA, Pittsburgh

Dr Brandt and

M
r D.O.Sprow1s ALCOA. New Kensington

Mr Spuhler
Mr Nordmark
 3 1.

Mr George Hosne

Mr L.Faure
ALCOA, Cleveland
Mr R. Botterman

Mr Gardiner

M
r G.H.Rothgenv
Mr Toole Cleveland Pneumatic, Cleveland

Mr R.Unger

Mr Steigerwald TRI. Cleveland

Mr Langenfeld
Dr Hatton
Monsanto, St.Louis
Dr F.Whitney
Prof. Sulbransen

D r Lovelace
Mr Teres A i r Force Materials Laboratories,

Mr Zeoller Wright-Patterson Air Force Base, Dayton, Ohio

Eilr George Lcder

Dr S t a e h l e Ohio S t a t e University

Dr Beker Columbus, Ohio

Mr Punte
Mr P. Maynard North American Aviation, Columbus. Ohio

Mr Warner

D r Lucas
NASA, Huntsville, Alabama
Mr J. Kingsbury

Mr James Seorfe
Mr W. J. Chrichlow Lockheed A i r c r a f t , Burbank. C a l i f o r n i a

M
r M. Tinkinsley

Dr K.Webber and o t h e r s Lockheed A i r c r a f t , Rye Canyon. C a l i f o r n i a

Dr Piper
Mr B. Thierry
Mr H. Zahn
Boeing A i r c r a f t , S e a t t l e
Dr Bethune
M
r W. S.Hamilton
Mr D. R. Goehler
32

Canada

Mr A . H . H a l l NRC. Ottawa

Dr G.J.Biefer Corrosion Section, Mines Branch, Department

of Engineering. Mines and Resources, Ottawa

D r A.J.W.Melson
Mr T. W.Heaslip
1 Accident I n v e s t i g a t i o n Department, CIU Aviation
L

M r J. B. Shah Branch, Department of Transport, Ottawa

Mr J. A. Dunsby I
To assist t h e present p r o j e c t , Mr A.H.Hal1 made a s e D a r a t i v e surveyof 10 a i r c r a f t users and manufacturers i n
Canada. The r e s u l t s a r e included i n t h i s r e p o r t .
 33 I

APPENDIX I11

FORM OF A TYPICAL CONTROL PROCEDURE

HAWKER SIDDELEY AVIATION

5.26.45 I5
PROCESS SPECIFICATION P a g e I of 12

SUPPLY PROCEDURE FOR CLASS 1 , 2 AND 3 FORGINGS

CONTENTS 1. Introduction
2. Liaison at d e s i g n s t a g e
3. P r e l i m i n a r y drawing i s s u e p r o c e d u r e
4. Initial o r d e r i n g and supply p r o c e d u r e
5. Supply r e q u i r e m e n t s
6. Forging approval p r o c e d u r e a f t e r d e l i v e r y
7. O r d e r i n g and supply p r o c e d u r e for approved forgings
8. P r o c e d u r e a f t e r d e l i v e r y of production forgings
Appendix 1 - Agreed p r o p e r t i e s for forgings

RELATED
DOCUMENTS B r i t i s h Standard Specification L. 1 0 0 , 3 s . 100.
Standatd S. 25
HSA.Spec.No.S.29.4 T e s t piece r e q u i r e m e n t s for heat treat-
m ent c ont r ol
II If It S-. 26.2503 Ultrasonic inspection
It If S . 2 6 . 4 5 1 8 Inspection of aluminium alloy forgings
11 S . 26.2002 Vacu-blasting
I ' S.26.2004 Vapour Blasting
I1

I1 I t S. 26.4519 Inspection of titanium alloy forgings

It If I f S. 29.56 Pickling of titanium
I1 I f S. 2 9 . 3 8 T e m p o r a r y c o r r o s i o n preventatives
See a l s o AV. P. 4089. D. 408 and 465.
A.R. B. Civil inspection p r o c e d u r e B L / 4 - 6 and B L / 4 - 7 .

SCOPE T o define the supply r e q u i r e m e n t s applicable t o C l a s s 1 , 2 and 3

Forgings.

T h i s Specification s u p e r s e d e s DHA 85.

COMPILED BY Hawker Siddeley Aviation L i m i t e d , Hatfield, H e r t s .

T h i s Specification is private and confidential and m a y

not be copied o r communicated without the p e r m i s s i o n
of Hawker Siddeley Aviation Limited.

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HAWKER SIDDELEY AVIATION

S.26.45 I 5
P a g e 2 of 12 PROCESS SPECIFICATION

1. INTRODUCTION

1. 1. T h i s specification d e t a i l s the o r d e r i n g and supply p r o c e d u r e t o be followed t o

e n s u r e that all supplies of C l a s s 1 , 2 and 3 forgings meet Hawker Siddeley
Aviation L i m i t e d , design r e q u i r e m e n t s .

NOTE : F o r definition of C l a s s 1 , 2 and 3 r e f e r t o Av.P.970 Chapter 400/2

o r B r i t i s h Civil Airworthiness R e q u i r e m e n t s Chapter D. 1-2 Para.
4.10.

1.2. T h e forging approval p r o c e d u r e r e q u i r e d by this specification s h a l l be invoked

for all C l a s s 1 and C l a s s 2 forgings i n the following c i r c u m s t a n c e s :
1. New design
2. T o r e p l a c e p a r t s previously machined f r o m b a r o r plate
3 . On change of m a t e r i a l specification
4. New s o u r c e of supply
5. Change of forging technique
T h e f u l l approval procedure detailed i n Clause 4. shall be applied when a d i e -
forging is produced for a p a r t previously supplied as a hand forging.

-
NOTE : T h e r e q u i r e m e n t for r e - a p p r o v a l of forgings on change of M a t e r i a l
Specification m a y be waived, on written authorisation by the S t r e s s
Office, where it is a g r e e d that the change will not invalidate the
existing approval t e s t s .

2. LIAISON AT DESIGN STAGE

2. 1. A technical r e p r e s e n t a t i v e of the Supplier is t o d i s c u s s the r e q u i r e m e n t s of all

m a j o r s t r u c t u r a l forgings with the Drawing Office and Production Planning
E n g i n e e r s at the design s t a g e , p r i o r t o the i s s u e of the forging drawing. It
is recommended i n the i n t e r e s t of production economy that this l i a i s o n i s
maintained for all forgings.

2.2. At this s t a g e additional consideration shall be given t o the g e n e r a l forging

contour with the object of eliminating l a p defects.

3 . PRELIMINARY DRAWING ISSUE PROCEDURE. CLASS 1 AND 2 ONLY

3 . 1. T h e r e q u i r e m e n t s of each new forging will be indicated on a p r e l i m i n a r y

forging drawing which is to be forwarded t o the Supplier by the Buying Office.

Integral t e s t s a m p l e s as a check on overheating of s t e e l forgings m a y be

required. T h e provision of t h e s e t e s t s a m p l e s shall be decided by the
Design Authority i n consultation with the Supplier.

T h e location m u s t be shown on the P r e l i m i n a r y I s s u e Forging Drawing. If

they a r e not r e q u i r e d the forging drawing o r o r d e r s h a l l be annotated
accordingly.

T h i s drawing w i l l b e a r the note :-

"PRELIMINARY ISSUE. FORGING TECHNIQUE NOT FINALISED".

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HAWKER SIDDELEY AVIATION

5.26.45 I 5
PROCESS SPECIFICATION P a g e 3 of 12

3. PRELIMINARY DRAWING ISSUE PROCEDURE - continued

8 3.2.. T h e Supplier is t o p r e p a r e and submit for approval his forging drawing indicat-
ing g r a i n flow , d i e l i n e , location of tensile t e s t pieces , extension pieces ,
i n t e g r a l t e s t s a m p l e s (where specified for s t e e l forgings) and extension pieces
on titanium forgings (where provided) confirming t h e i r ability t o produce
forgings i n accordance with the p r e l i m i n a r y i s s u e drawing with mechanical
p r o p e r t i e s not l e s s than tKe values specified i n Appendix 1 for t h e appropriate
m a t e r i a l at the location indicated.

3.2.1. T h e Supplier's drawings for aluminium alloy, titanium alloy and s t e e l forgings
a r e t o include an appropriate allowance for metal r e m o v e d during s u r f a c e
preparation t o Clause 5. 1.6. and C l a u s e s 5.3.5. and 8.3.1. as relevant.

3.2.2. In the event of the Supplier being in doubt as t o h i s ability t o m e e t t h e s e

r e q u i r e m e n t s in full, a further d i s c u s s i o n s h a l l be a r r a n g e d with h i s Technical
Representative and the Design Authority concerned.

3.2.3. The Supplier's drawings a r e t o be distributed by the P u r c h a s e r ' s Buying Office

t o :-

(a) T h e Design Authority concerned (b) T h e S t r e s s Office

( c ) T h e P r o c e s s E n g i n e e r ' s Office (d) .The Tool Drawing Office

3.2.4. The r e c i p i e n t s w i l l immediately notify the Buying Office concerned of t h e i r

approval or alternatively of any modification which m a y be d e s i r e d .
'
3.3. Following a g r e e m e n t with the Supplier that the forging r e q u i r e m e n t s c a n be
fully m e t , the Note :- "PRELIMINARY ISSUE, FORGING TECHNIQUE NOT
FINALISED" s h a l l be deleted f r o m the drawing which s h a l l be brought up t o
d a t e and r a i s e d t o the a p p r o p r i a t e i s s u e thus authorising production t o proceed.

4. INITIAL ORDERING AND SUPPLY PROCEDURE. CLASS 1 AND 2 ONLY

4.1. All initial o r d e r s , on all s o u r c e s of supply for forgings t o t h i s specification

s h a l l be endorsed as follows :-

"Sample forgings i n accordance with the r e q u i r e m e n t s of S. 26.4515, c l a u s e 4

a r e t o be submitted for approval together with two copies of the Supplier's
L a b o r a t o r y T e s t R e p o r t , quoting d e t a i l s of g r a i n flow and mechanical p r o p e r -
ties".

4.2. E a c h Supplier, after production techniques have been established, m u s t

produce a t l e a s t two sample forgings f r o m the initial batch, i . e . one or m o r e .
as n e c e s s a r y for h i s L a b o r a t o r y T e s t P r o g r a m m e and one for confirmation of
Supplier * s dimensional check by t h e P u r c h a s e r ' s Inspection Department.

4.3. The Supplier must submit two copies of his L a b o r a t o r y T e s t Report giving
d e t a i l s of g r a i n flow, g r a i n s i z e , s u r f a c e d e f e c t s and physical p r o p e r t i e s a t
t h e locations called f o r .

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HAWKER SIDDELEY AVIATION

5.26.45 I 5
P a g e 4 of 12 PROCESS SPECIFICATION

4 . INITIAL ORDERING AND SUPPLY PROCEDURE - continued

4.4. The Supplier s h a l l submit m a c r o s a m p l e s f r o m the cut up forging t o facilitate
examination of the r e q u i r e d g r a i n flow.

T h e position shall be chosen while marking out, p r i o r t o cutting up the forging

a t the t e n s i l e t e s t piece locations. If t h i s is not possible two forgings m u s t
be taken.

M a c r o s p e c i m e n s shall be submitted i n p r e f e r e n c e t o photomacrographs.

4.5. F o r handed forgings , t e s t r e p o r t s and m a c r o s p e c i m e n s s h a l l be submitted

i n r e s p e c t of both r i g h t - and left-handed forgings.

4.6. All t e n s i l e t e s t pieces shall be cut f r o m the forgings only a f t e r the full heat
t r e a t m e n t cycle h a s been applied.

F o r g i n g s which a r e t o be p a r t machined before heat t r e a t m e n t s h a l l be SO

machined.

4.7. T h e s a m p l e forging m u s t comply with the a p p r o p r i a t e supply r e q u i r e m e n t s

detailed i n Clause 5.

4.8. L a b o r a t o r y T e s t R e p o r t s , s a m p l e forgings and m a c r o s a m p l e s s h a l l be forwar-

ded t o the P u r c h a s e r ' s Buying Office.

NOTE : F o r the subsequent p r o c e d u r e (after d e l i v e r y j r e f e r t o Glause 6.

4.9. Where the initial o r d e r of hand forgings is small and subsequent production
o r d e r s a r e t o be die-forgings; i t m a y be possible, subject t o a g r e e m e n t
between Supplier and P u r c h a s e r , t o take the t e s t m a t e r i a l for g r a i n f l o w and
rr,echanical p r o p e r t i e s f r o m the m a t e r i a l e x c e s s to mechanical d i m e n s i o n s on
a forging r a t h e r than cut up a s e p a r a t e l y p r e p a r e d forging e s p e c i a l l y for the
pur pose.

5. SUPPLY REQUIREMENTS

5.1. Aluminium alloy forgings

5.1.1. The a p p r o p r i a t e inspection r e q u i r e m e n t s detailed i n B r i t i s h Standard L. 100

s h a l l be complied with.

5.1.2. All identification m a r k i n g s s h a l l conform t o Standard S. 25.

5.1.3. When called f o r on the forging drawing, ultrasonic inspection 'CO S.26.2503
s h a l l be c a r r i e d out on the forging billet.

5.1.4. E v e r y precaution shall be taken by the Supplier a t all s t a g e s i n production t o

e n s u r e f r e e d o m f r o m forging defects and the Supplier s h a l l i f n e c e s s a r y ,
introduce e x t r a moulding d i e s a t i n t e r m e d i a t e s t a g e s .

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HAWKER SIDDELEY AVIATION

5.26.45 I5
PROCESS SPECIFICATION P a g e 5 of 12

5. SUPPLY REQUIREMENTS - continued

5.1.5. Detailed inspection s h a l l be applied a t e a c h forging s t a g e t o e n s u r e freedom
f r o m d e f e c t s and t o r e m o v e such defects as might be introduced before
proceeding with the next operation.

5. 1.6. The Supplier will be responsible f o r c a r r y i n g out t h e f u l l s u r f a c e preparation

and inspection r e q u i r e m e n t s of S.26.4518 on all C l a s s 1 and 2 forgings before
d e s p a t c h and the Supplier's R e l e a s e Note shall c e r t i f y that all such forgings
have been so p r e p a r e d and inspected and that t h e forgings a r e being r e l e a s e d
as f r e e f r o m s u r f a c e defects.

I t is m o s t important that s u r f a c e examination is included to prevent forgings of

c o a r s e g r a i n being r e l e a s e d .

T h e r e q u i r e m e n t s of S.26.4518 need not be c a r r i e d out on hand forgings

providing sufficient m a t e r i a l is t o be removed all over t o m e e t mechanical
d i m e n s i o n s and the final s u r f a c e quality f r o m machining is sufficient] t o e n s u r e
r e m o v a l and inspection for all s u r f a c e d e f e c t s during the n o r m a l manufacturing
operation.

5.1.7. In exceptional c i r c u m s t a n c e s a r r a n g e m e n t s m a y have t o be m a d e with the e

P u r c h a s e r ' s Production Department for the s u r f a c e preparation and inspection

t o be c a r r i e d out by the P u r c h a s e r ] e.g. delay in d e l i v e r y g r e a t e r than the
P u r c h a s e r ' s production p r o g r a m m e w i l l allow, due t o the s u r f a c e preparation
and inspection r e q u i r e m e n t s detailed in Clause 5.1.6. Where t h i s procedure
is adopted the P u r c h a s e r ' s Buying Office shall e n d o r s e the o r d e r t o the effect
that the forgings a r e t o be supplied t o the procedure detailed in 5.26.4515 l e s s
the s u r f a c e preparation and inspection r e q u i r e m e n t s t o Specification S. 26.4518
and shall a l s o notify the Works Inspection Department that the o r d e r h a s been
s o endorsed.

5.1.8. F o r g i n g s m u s t be protected before d e l i v e r y with an approved t e m p o r a r y

c o r r o s i o n preventative complying with S.29.38.

5.2. S t e e l forgings

5.2.1. T h e a p p r o p r i a t e inspection r e q u i r e m e n t s detailed in B r i t i s h Standard

Specification 3.S. 100 shall be complied with.

5.2.2. T h e checking of i n t e g r a l t e s t s a m p l e s t o the t e r m s of B r i t i s h Standard

Specification 3.S. 100 Section 6 Clause 9 shall be c a r r i e d out t o the satisfaction
of the S u p p l i e r ' s Chief Inspector.

5.2.3. A l l identification markings shall conform t o Standard S. 25.

5.2.4. A l l b a r s and billets t o B r i t i s h Standard Specifications S.28, S . 9 8 and S.99

s h a l l be subjected t o ultrasonic examination prior t o forging (D. Mat. M.O.Av.
Memo. No. 5. r e f e r s ) .

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HAWKER SIDDELEY AVIATION

S.26.45 I 5
Page 6 of 12 PROCESS SPECIFICATION

5. S U P P L Y REQUIREMENTS - continued

5.2.5. When called for on drawings for C l a s s 1 high tensile s t e e l forgings] ultrasonic
examination shall be c a r r i e d out on the bar or billet prior t o forging.

5.2.6. All forgings delivered in the finally heat t r e a t e d condition shall be h a r d n e s s

tested a t a sufficient number of positions on each forging f r o m end t o end t o
d e m o n s t r a t e the uniformity of p r o p e r t i e s .

5.2.7. The m a t e r i a l f r o m which S.99 and D. T.D. 730 forgings a r e manufactured s h a l l

be checked for cleanliness as follows : -

( a ) A sample shall be taken f r o m the top end of the l a s t cropped ingot teemed
in the batch

(b) T h i s sample shall be forged down t o 2 inches d i a m e t e r and examined

( c ) The cleanliness shall be such that the amount of inclusion d o e s not exceed
60 on the FOX inclusion c h a r t

5.2.8. Alternative methods of determination of the cleanliness of the forged bar such
as magnetic particle inspection m a y be used, providing the equivalent standard
t o 60 FOX i s established.

5.2.9. Before d e l i v e r y , forgings shall be de-scaled t o the r e q u i r e m e n t s of B r i t i s h

Standard Specification 3.S. 100 Section 1 Clause 6 and the Supplier shall c a r r y
out such inspection as w i l l satisfy him that the forgings a r e f r e e f r o m s u r f a c e
c r a c k s or other harmful defects.

5.2.10. Forgings shall be protected before d e l i v e r y with an approved t e m p o r a r y

c o r r o s i o n preventative complying with S. 29.38.

5.3. Titanium forgings

5.3.1. An extension approx.+ in. x 4 in. shall be provided on each forging for t e s t
purposes. Two such t e s t pieces shall be provided per batch, per p a r t No.
per cAst :-

( a ) One for microscopic examination for s u r f a c e contamination.

(b) One for hydrogen and nitrogen analysis.

Alternatively] i f m o r e economical : -

One forging per batch, per p a r t No. per c a s t s h a l l be taken for this purpose.

T h e s a m e forging ( i f l a r g e enough) m a y be used t o provide a mechanical t e s t

s a m p l e t o m e e t the t e s t r e q u i r e m e n t s of the Material Specification. The
minimum p r o p e r t i e s of this t e s t piece shall conform t o the r e q u i r e m e n t s of
Appendix 1 t o this Specification.

Issue 3
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HAWKER SIDDELEY AVIATION

S.26.45 I 5
PROCESS SPECIFICATION Page 7 of 12

5. S U P P L Y REQULREMENTS - continued
Where i t is decided t o u s e the extension t e s t piece above for c o n t r o l , then
e a c h batch of forgings f r o m t h e s a m e ingot s h a l l be r e p r e s e n t e d by a forged
t e n s i l e t e s t piece made f r o m the s a m e ingot and heat t r e a t e d with the batch
of forgings it r e p r e s e n t s .

T h e s i z e of the forged t e s t piece shall be s u c h that it r e p r e s e n t s .the maximum

ruling s e c t i o n of t h e forging and s h a l l be subjected t o t h e s a m e amount of
"workff as the corresponding section of the forging. T h e test s a m p l e s h a l l not
be mechanically worked a f t e r heat t r e a t m e n t . If an extension piece is
provided for contamination check, its position s h a l l be indicated on the Supplier's
drawing submitted f o r approval i n a c c o r d a n c e with S. 26.4515. p r o c e d u r e .

5.3.2. All identification m a r k i n g s s h a l l comply with Standard S. 25.

5.3.3. All forgings s h a l l be h a r d n e s s t e s t e d at a sufficient number of positions t o

d e m o n s t r a t e t h e i r uniformity before d e s p a t e h and the h a r d n e s s r a n g e r e c o r d e d
on t h e R e l e a s e Note.

5.3.4. All forgings s h a l l be d e l i v e r e d i n the finally heat t r e a t e d condition unless

o t h e r w i s e specified on the o r d e r .

5.3.5. All forgings s h a l l be d e l i v e r e d in the fully d e - s c a l e d condition, unless \

otherwise agreed. The final d e - s c a l i n g p r o c e s s s h a l l be by grit-blasting t o

S.26.2002 followed by pickling t o S. 29.56 t o r e m o v e 0.005 in. , thus ensuring
t h e r e m o v a l of g a s contaminated m a t e r i a l . T h e pickling t r e a t m e n t a l s o
serves t o r e v e a l the g r a i n of the forging.

5.3.6. A dimensional check s h a l l be c a r r i e d out t o c o n f i r m that 0.005 in. h a s been

removed in pickling.

T h e dimensional c h e c k s h a l l be by actual m e a s u r e m e n t s m a d e on s o m e portion

of the forging i t s e l f o r on a s m a l l s a m p l e d e - s c a l e d and pickled with the forging.

6. FORGING APPROVAL PROCEDURE AFTER DELIVERY O F SAMPLE FORGINGS,

CLASS 1 AND 2 ONLY

On r e c e i p t of t h e s a m p l e forging, m a c r o s a m p l e s and t e s t r e p o r t s , the Buying

Office shall d i s t r i b u t e them a s follows : -

(a) T h e s a m p l e forging t o the Works Inspection Department for visual

inspection and confirmation of the Supplier's dimensional check.

(b) One copy of the S u p p l i e r ' s L a b o r a t o r y T e s t R e p o r t and the m a c r o

s a m p l e s to the a p p r o p r i a t e HSA L a b o r a t o r y .

( c ) One copy of the S u p p l i e r ' s L a b o r a t o r y r e s t R e p o r t t o t h e S t r e s s Office

r e s p o n s i b l e for s t r e s s c l e a r a n c e of the drawing.

Issue 3
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40

HAWKER SIDDELEY AVIATION

5.26.45 I 5
P a g e 8 of 12 PROCESS SPEC1FlCATlON

6. FORGING APPROVAL PROCEDURE AFTER DELIVERY O F SAMPLE FORGINGS -

continued

6.2. A m i c r o examination s h a l l be c a r r i e d out by the L a b o r a t o r y of e v e r y first off

d e l i v e r y of titanium forgings t o prove that all s u r f a c e contamination h a s been
removed.

T h i s s h a l l be c a r r i e d out on the m a c r o test s a m p l e s submitted by t h e forging

supplier .
6.3. A photograph of the accepted g r a i n s i z e for titanium forgings s h a l l be taken
by the L a b o r a t o r y and a copy i s s u e d t o the HSA Chief Inspector t o i l l u s t r a t e
t h e s o far a g r e e d acceptance s t a n d a r d .

6.4. Any decision by the P u r c h a s e r t o make f u r t h e r tests on s a m p l e forgings i s t o

be m a d e at the d i s c r e t i o n of the L a b o r a t o r y i n collaboration with t h e S t r e s s
Office.

6.5. Supplies of forgings shall not be r e l e a s e d for use until the S t r e s s Office i n
conjunction with t h e Design Office and the L a b o r a t o r y have i s s u e d t o the Buying
Office and the Works Inspection D e p a r t m e n t , approval of the Supplier's r e p o r t .

7. ORDERING AND SUPPLY PROCEDURE FOR APPROVED FORGINGS

7.1. Subsequent o r d e r s for C l a s s 1 and 2 forgings which have been initially approved
t o the r e q u i r e m e n t s of this Specification shall be endorsed as follows : -

" T h e s e forgings t o be covered by the Supplier's undertaking that they w e r e

produced t o the s a m e forging technique as laid down and r e c o r d e d for the
initially approved forgings of the s a m e pattern. ' I

7.2. T h e Manufacturing P r o c e s s Layout shall specify the number of test s a m p l e s

n e c e s s a r y t o meet the r e q u i r e m e n t s of S.29.4 w h e r e forgings a r e t o be
delivered i n other than the finally heat t r e a t e d condition.

7.2.1. T h e o r d e r shall state and the Manufacturer shall supply, the number of t e s t
s a m p l e s n e c e s s a r y t o enable the r e q u i r e m e n t s of the a p p r o p r i a t e testing
p r o c e d u r e t o be m e t .

7.3. All supplies of forgings shall comply with the a p p r o p r i a t e supply r e q u i r e m e n t s

detailed i n Clause 5.

8. PROCEDURE AFTER DELIVERY O F PRODUCTION FORGINGS

8. 1. ADDrOVal of machining c l a s s 1 and 2 onlv

8. 1. 1. One of the initial batch of forgings (this includes forgings which have been sub-
contracted for pre-production machining) shall be finish machined but left i n the
un-painted condition. An approved t e m p o r a r y protective s h a l l be applied.

Issue 3
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 41

HAWKER SIDDELEY AVIATION

5.26.45 I 5
PROCESS SPECIFICATION P a g e 9 of 12

8. PROCEDURE AFTER DELIVERY O F PRODUCTION FORGINGS - continued

8.1.2. T h i s fully machined s a m p l e s h a l l be submitted t o t h e Chief Inspector who w i l l
a r r a n g e for i t t o be approved by t h e Chief S t r u c t u r a l Engineer in conjunction
with t h e Designer -in-charge of the unit concerned.

8. 1 . 3 . T h e machined s a m p l e shall be r e t a i n e d by the Inspection Department as t h e

s t a n d a r d t o which all other forgings s h a l l be finished until s u c h times as t h e
production technique is established.

8.1.4. T h e Works Inspection Department s h a l l maintain a r e g i s t e r giving the location

of t h e s e s a m p l e forgings.

8.2. R e q u i r e m e n t s applicable t o aluminium alloy forgings C l a s s 1 and 2 only

8.2.1. Visual inspection a f t e r d e l i v e r y of aluminium alloy forgings which have been

certified a s meeting the r e q u i r e m e n t s of C l a u s e 5.1.6. s h a l l be a t the
d i s c r e t i o n of the Chief I n s p e c t o r .

8.2.2. Where the s p e c i a l a r r a n g e m e n t s detailed i n C l a u s e 5.1.7. a r e adopted i n

exceptional c i r c u m s t a n c e s t h e Works Inspection Department s h a l l e n s u r e that
t h e r e q u i r e m e n t s of S.26.4518 a r e complied with a f t e r the d e l i v e r y of the
forgings .
8.3. R e q u i r e m e n t s applicable t o titanium forgings

8.3.1. T h e Works Inspection D e p a r t m e n t s h a l l e n s u r e on r e c e i p t of titanium forgings

that the forgings and the contamination t e s t pieces a r e d e - s c a l e d , f u r t h e r
pickled t o r e m o v e 0.005 in. and inspected i n a c c o r d a n c e with S.26.4519.

Appendix 1 overleaf

Issue 3
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42

HAWKER SIDDELEY AVIATION

5.26.45 I 5
Page 10 of 12 PROCESS SPECIFICATION
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