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A study of a new screw press forging process for producing aircraft drop
forgings made of magnesium alloy AZ61A

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DOI: 10.1108/AEAT-11-2016-0238

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 Aircraft Engineering and Aerospace Technology
A study of a new screw press forging process for producing aircraft drop forgings made of magnesium alloy
AZ61A
Andrzej Gontarz, Krzysztof Drozdowski, Anna Dziubinska, Grzegorz Winiarski,
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Andrzej Gontarz, Krzysztof Drozdowski, Anna Dziubinska, Grzegorz Winiarski, (2018) "A study of a new screw press forging
process for producing aircraft drop forgings made of magnesium alloy AZ61A", Aircraft Engineering and Aerospace Technology,
Vol. 90 Issue: 3, pp.559-565, https://doi.org/10.1108/AEAT-11-2016-0238
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 A study of a new screw press forging process
for producing aircraft drop forgings made of
magnesium alloy AZ61A
Andrzej Gontarz
Department of Computer Modelling and Metal Forming Technologies, Lublin University of Technology, Lublin, Poland
Krzysztof Drozdowski
ZOP Co. Ltd Forging Plant, Kuznicza, Poland, and
Anna Dziubinska and Grzegorz Winiarski
Department of Computer Modelling and Metal Forming Technologies, Lublin University of Technology, Lublin, Poland
Downloaded by POLITECHNIKA LUBELSKA, Anna Dziubinska At 07:04 21 January 2019 (PT)

Abstract
Purpose – The aim of this study is to develop a die forging process for producing aircraft components made of magnesium alloy AZ61A using a
screw press.
Design/methodology/approach – The proposed forging technique has been developed based on the results of a numerical and experimental
research. The required forging temperature has been determined by upsetting cylindrical specimens on a screw press to examine both plasticity of
the alloy and the quality of its microstructure. The next stage involved performing numerical simulations of the designed forging processes for
producing forgings of a door handle and a bracket, both made of magnesium alloy AZ61A. The finite element method based on simulation
programme, Deform 3D has been used for numerical modelling. The numerical results revealed that the forgings are free from material overheating
and shape defects. In addition to this, the results have also helped determine the regions that are the most prone to cracking. The final stage of the
research involved performing forging tests on a screw press under industrial conditions. The forgings of door handles and brackets were made, and
then these were tested for their mechanical and structural properties. The results served as a basis for assessing both the viability of the designed
technique and the quality of the produced parts.
Findings – The experimental results demonstrate that aircraft components made of magnesium alloy AZ61A can be produced by die forging on
screw presses. The results have been used to determine the fundamental parameters of the process such as the optimum forging temperature, the
method of tool heating, the way of cooling parts after the forging process, and the method of thermal treatment. The results of the mechanical and
structural tests confirm that the products meet the required quality standards.
Practical implications – The developed forging technique for alloy AZ61A has been implemented by the forging plant ZOP Co. Ltd in Swidnik
(Poland), which specializes in the manufacturing of aircraft components made of non-ferrous metal alloys.
Originality/value – Currently, the global tendency is to forge magnesium alloys (including alloy AZ61A) on free hydraulic presses using expensive
die-heating systems. For this reason, the production efficiency of such forging processes is low, while the manufacturing costs are high. The
proposed forging technique for alloy AZ61A is an innovative method for producing forgings using relatively fast and efficient machines (screw
presses). The proposed forging method can be implemented by forging plants equipped with standard stocks of tools, which increases the range of
potential manufacturers of magnesium alloy products. In addition, this technology is highly efficient and ensures reduced manufacturing costs.
Keywords Aircraft, Forging, Magnesium alloy AZ61A, Screw press
Paper type Research paper

1. Magnesium and its applications in the aircraft
industry
Magnesium is one of the lightest metals among popular
construction materials. It has a light silver colour and a density
of 1.738 g/cm3, which constitutes approximately ¼ density of
steel and about 2=3 density of aluminium (Dziubi nska and
Gontarz, 2016). It has good noise and vibration-damping and
electromagnetic wave-suppressing properties. Its melting point
is equal to 650°C and the boiling point is 1,107°C. Because of
its high affinity for oxygen and nitrogen, magnesium has low
corrosion resistance. It burns with an extremely light white
flame in the presence of oxygen.
Its self-combustion temperature ranges from 600 to 650°C,
but with fine-grained structures, the combustion can be already

The current issue and full text archive of this journal is available on
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Aircraft Engineering and Aerospace Technology
90/3 (2018) 559–565
© Emerald Publishing Limited [ISSN 1748-8842]
[DOI 10.1108/AEAT-11-2016-0238]
Financial support of Structural Funds in the Operational Programme –
Innovative Economy (IE OP) financed from the European Regional
Development Fund – Project “Modern material technologies in aerospace
industry”, No. POIG.01.01.02-00-015/08-00 is gratefully acknowledged.
Received 30 November 2016
Accepted 26 December 2016

559
 New screw press forging process
Andrzej Gontarz et al.
observed at temperatures above 500°C. The combustion
temperature of magnesium exceeds 2000°C. Compared to
other metals, pure magnesium in the form of ingots does not
have high mechanical properties. However, because of its low
specific weight, this metal is widely used for aerospace
applications (Dziubi nska et al., 2016; Kuczmaszewski et al.,
2016; Matuszak and Zaleski, 2014).
In 1900, the world’s production of magnesium amounted to
approximately 10 tonnes, while in 1915, during the First World
War, it increased to 350 tonnes (Dziado n, 2012). The
development of magnesium alloys took place in the 1940s
and 1950s. Given the outbreak of the Second World
War, magnesium-based materials were used for military
applications, mainly in Germany. In the post-war period, they
began to be used for civilian production especially in the
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aircraft, automotive and sport, as well as recreational, electronic
and medical, industries. The armaments industry continued to
be a testing ground for the application of magnesium and its
alloys. In the 1950s, Americans used magnesium alloys to
produce B36 and B52 bombers (Figure 1). For example, the
production of the B36 bomber involved the use of over 5,500 kg
of sheets, approximately 680 kg of forgings and approximately
300 kg of casts (Luo, 2013).
The price of magnesium alloys was a serious limitation to their
use. Consequently, in the following decade, with the tendency to
reduce production costs in the civil sector, the interest in
magnesium alloys decreased. However, they were still used in the
aircraft industry, which was less sensitive to production costs. A
good example was the passenger aircraft Boeing 727.
Manufactured in 1962-1984 in the quantity of 1,832 items, the
aircraft’s design was based on the use of approximately 1,200
parts made of magnesium alloys. The Soviet Union also used
magnesium alloys in the aircraft industry. The manufacturing of
the TU95MS aircraft required approximately 1,550 kg of
magnesium, while the production of Tupolev Tu-134 involved
approximately 780 kg of this metal (Luo, 2013).
Later on, the use of magnesium alloys in the aircraft industry
reduced because of the limitations resulting from fire hazards
and its low corrosion resistance property. What is more, the
aircraft industry in that period began to use lightweight polymer
composites. This led to the slowing down of the development of
magnesium alloys and their processing technologies in the
1980s and 1990s. At the end of the twentieth century, the
aircraft industry showed a renewed interest in the use of
Figure 1 Assembly line B36 bombers in the 1950s
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Aircraft Engineering and Aerospace Technology
Volume 90 · Number 3 · 2018 · 559–565
magnesium alloys for producing structures where weight
reduction was a significant development factor.
In particular, the producers of means of transportation began
to look for new light-weight materials that would enable
reduced fuel consumption and higher technical parameters of
vehicles. Mainly produced by casting techniques, 90 per cent of
such products were made of magnesium alloy AZ91D
(Pekguleryuz et al., 2013; Gziut et al., 2016).
Despite relatively low production costs in China, magnesium
alloys are not highly popular in the market. The interest in
magnesium alloys did not revive until the beginning of the
second decade of the twenty-first century. There appeared a
number of applications for magnesium alloys in the
automotive, aerospace, armaments, electronics, energy, textile,
medical and other industries. The growing use of these alloys
was undoubtedly because of the advancements in the
manufacturing of magnesium and its alloys and their processing
into finished products. Nowadays, new types of alloys and
methods of casting, metal forming, heat treatment and
corrosion protection are being developed. This results in not
only reduced prices of magnesium alloys but it the development
of alloys with higher mechanical, technological and commercial
properties.
Magnesium alloys belong to the group of materials that are
relatively hardly deformable by metal-forming processes. Their
temperature range of high plasticity is quite narrow. They are
sensitive to strain rate, for example the higher the strain rate is,
the lower their plasticity is (which increases the risk of
cracking). For these reasons, magnesium alloy forgings are
forged on slow hydraulic presses using special tool-heating
systems to maintain isothermal conditions during the forging
process. As reported in the specialist literature, the forging
processes for producing forgings of various shapes and
dimensions require the use of heated tools and must be run at
low velocities (Wang et al., 2010, 2008; Liu and Cui, 2009;
Henn and Fein, 2010). This results in low efficiency of the
forging process and generates high production costs. Hence,
the number of manufacturers of magnesium alloy forgings is
limited to plants with adequate stocks of machinery and
ancillary equipment.
For this reason, a study was undertaken to investigate the
forging process for magnesium alloys using standard forging
machines such as screw presses. The main objective of the
study was to develop a basis for industrial implementation and
development of a technology for producing aircraft parts made
of magnesium alloy AZ61 by hot forging on these machines.
2. Numerical and experimental tests
The study was divided into four stages:
1 Step 1: Examination of the effect of temperature on the
plasticity and structure of magnesium alloy AZ61
deformed on a screw press.
2 Step 2: Development of technological processes that can
be performed under industrial conditions and their
verification using numerical simulations by the finite
element method (FEM).
3 Step 3: Experimental tests of producing forgings by the
die-forging process.
 New screw press forging process
Anna Dziubinska et al.
4 Step 4: Validation of the developed technology and
assessment of the quality of produced forgings in relation
to the technical requirements.
AZ61A (MgAl6Zn), its chemical composition given in Table I,
is an alloy which is moderately susceptible to hot working. Its
properties are similar to those of low-resistant structural
aluminium alloys, that is Rm
275 MPa, Rp0.2
165 MPa
and A5
9 per cent, and its hardness is approximately 60 HB.
This alloy is used in the design of structures carrying low static
and dynamic loads, for example, brackets and levers used in
aircraft structures.
2.1 Plasticity tests
The experimental tests investigating the plasticity of
magnesium alloy AZ61A were performed by subjecting
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cylindrical specimens to upsetting. The specimens had a
diameter of 20 mm and a length of 30 mm, and they were upset
to the height of 10 mm. Based on the results of a literature
survey, it was decided that, to investigate the plasticity of
individual magnesium alloys in hot working processes using a
screw press, the upsetting operation will be performed at three
different temperatures: 350°C, 410°C and 450°C. During the
test, the tools were heated to the temperature ranging from
300°C to 350°C to avoid a rapid decrease in the workpiece
temperature. After upsetting, the samples were subjected to
cooling using two different methods: water cooling at the
temperature ranging from 10°C to 25°C and air cooling at the
temperature of about 25°C. The upset samples are shown in
Figure 2. The samples deformed at the lowest temperature of
350°C exhibit delamination on the flanks and end faces. The
results also demonstrate that the temperature of 450°C is too
high and leads to brittle cracking of the metal. Both
temperatures cause delamination on the flanks and end faces of
the samples resulting from the loss of cohesion of the metal.
A satisfactory degree of plasticity was only observed at a
temperature of 410°C. The specimens are free from any visible
cracks or delamination.
The next stage of the study involved examination of the
sample’s microstructure. In all, samples were observed
recrystallized microstructure (Figure 3). It was also stated that
the higher the temperature is, the larger is the grain size. The
applied ways of cooling after upsetting (water or air) practically
do not considerably affect the grain size and quality of the
microstructure. Therefore, it can be concluded that water
cooling does not lead to an improved microstructure or higher
properties, instead it makes the process more complicated and
may generate undesired internal stresses in the product. The
results demonstrate that, prior to the forging process,
magnesium alloy AZ61A should be pre-heated to the
temperature of 410°C, and the forgings should be subjected to
air cooling.
Table I Chemical composition of magnesium alloy AZ61A according to
standard ASTM B107-13
Al Zn Mn Fe Si Cu Ni Mg
5.8-7.2 0.4–1.5 0.15–0.5 Max Max 0.10 Max 0.05 Max Balance
0.005 0.005
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Aircraft Engineering and Aerospace Technology
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2.2 Design of the proposed forging method and its
numerical modelling
The next step was to design a screw press-based forging method
for producing the selected forgings used in the design of
helicopters. Spatial models of the forgings are shown in Figure 4.
The proposed forging technology included the following
operations:
 cutting the billet (extruded rod) to the desired
dimensions;
 heating the billet prior to the forging process in an electric
chamber furnace to the temperature of 410°C;
 performing a pre-forging operation with approximately 2-
mm underfill of the die impression;
 trimming of the excess flash;
 reheating of the preform;
final forging in the die impression;
 flash trimming; and
 heat treatment (annealing) to remove stresses after the
forging process.
The designed forging techniques were verified theoretically by
means of numerical simulations using the finite element
method-based simulation software Deform 3D. This software
was used by the authors many times, and the results of the
simulation showed good compatibility with experimental tests
(Gontarz and Winiarski, 2015). The aim of the simulations was
to:
 investigate the kinematics of metal flow, mainly with
respect to die impression filling, overlap and other forging
defects;
 determine the forging force to select a suitable forging
machine;
 identify the regions of the forging which are most prone to
cracking; and
 examine the parameters of material state (strains, stresses
and temperatures).
Material cohesion loss was analysed using the criterion
proposed by Oh et al. (1979), which was developed based on
the Cockroft–Latham (C-L) criterion. They proposed an
integrand function wherein maximum tensile stresses refer
to reduced stresses, thereby making the C-L criterion
relative. This criterion is described by the following
equation:
«ð p
s max d « ¼ C (1)
sH
0
where s max is the maximum principal stress, s H is the
reduced stress according to the Huber–Mises–Hencky
hypothesis, « p is the limit fracture strain and C is the material
constant.
According to this criterion, also known as the standardized
Cockroft–Latham criterion, the higher the value of the constant
C is, the greater is the risk of cracking (Tomczak et al., 2015).
The numerical simulations were performed using a thermo-
mechanical model of the forging process in a three-dimensional
state of strain. The temperature of metal heating was set to
410°C, while the temperature of the tools was fixed at 300°C.
The linear velocity of the forming tools (forging dies) on the
 New screw press forging process
Anna Dziubinska et al.
Figure 2 Upset samples from AZ61A magnesium alloy in screw press in different temperatures
Figure 3 Microstructure of samples from AZ61A magnesium alloy
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upset in screw press in different temperatures
press was set to 0.5 m/s. The heat-transfer coefficient between
the deformed metal and the tool was set to 11,000 W/m2 K,
while that between the material and the environment was made
equal to 20 W/m2K (Juan, 2009). The calculations were
performed for a constant friction model, in which the friction
factor corresponding to the conditions of contact between
magnesium alloy and steel using graphite-based lubrication is
m = 0.24 (Gontarz et al., 2011).
The numerical results of the forging process for producing a
door handle are given in Figure 5. The examination of the
forging’s shape reveals that the die impression was filled
correctly, so the forgings should be free from shape defects such
as overlap. The flash is quite substantial because the diameter
of the billet was selected such as to comply with the highest
cross section of the forging. As for increasing the yield of
material, the forging process can further be optimized by the
use of a preform with a variable cross section. However, given
the results of a cost analysis, the proposed method was
ultimately left unchanged. The highest strains are located in the
region of a flash bridge near the door-handle profile
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Aircraft Engineering and Aerospace Technology
Volume 90 · Number 3 · 2018 · 559–565
Figure 4 Spatial models of the forgings from AZ61A magnesium alloy
used in the design of helicopters
[Figure 5(a)]. This region also has the highest temperature,
which results from conversion of the deformation work into
heat [Figure 5(b)]. It should be stressed that even a local
overheating of metal in this region will not affect the final
quality of products. Flash is a waste material which will be
removed after the forging process. The temperature of the
forging is approximately 400°C, so there is no risk of material
overheating. The analysis of the distribution of the C-L
criterion demonstrates that cracking is most likely to occur on
the edges of the flash where the damage criterion is the highest
[Figure 5(c)]. The lower values of the C-L integral should also
mean a higher stability of the forging process.
Figure 6 gives a selection of the numerical results of the
forging process for producing an aircraft bracket. Examining
the variations in the strains, it can be observed that the highest
strains occur in the flash. As in the previous case, the high-
strain regions also exhibit high temperatures. Although this is
typical of die forging processes, it does not have a negative
effect on product quality owing to the application of flash
trimming. The temperature of the forging is lower than the
heating temperature and ranges from 310 to 380°C. The
distribution of the damage criterion demonstrates that,
similarly to the forging process for producing a door handle,
cracking is most likely to occur on the perimeter of flash. This
phenomenon agrees with the industrial practice; radial cracking
can occur on the perimeter of flash in low-plasticity metals such
as magnesium alloy AZ61A.
The numerical results of both cases demonstrate that the
proposed forging techniques should ensure production of parts
with the desired shape and dimensions, and thereby produced
forgings should be free from cracking or material overheating.
 New screw press forging process Aircraft Engineering and Aerospace Technology
Anna Dziubinska et al. Volume 90 · Number 3 · 2018 · 559–565

Figure 5 Distributions of: (a) effective strain; (b) temperature; and (c) Figure 6 Distributions of temperature, effective strain and damage in
C-L damage criterion in the forging process for producing door handle the forging process for an aircraft bracket using a screw press
using a screw press
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Figure 7 Forgings of: (a) door handle and (b) bracket from AZ61A alloy
produced on a screw press before flash trimming

2.3 Experimental verification of the proposed forging

process
Given the positive numerical results, the proposed
forging process was verified in experimental tests. The
process was investigated in compliance with the concept
described in Section 2.2. Preheated to the temperature
of 410°C, the billets were then subjected to forging in
the heated dies, which, in turn, were reheated using a
gas burner to maintain their temperature constant at
approximately 300°C. Following every hammer blow, the
die impression was lubricated with a graphite-based
lubricant. After that, the forgings were subjected to air
cooling. The cooling and flash trimming were followed
by stress-relief annealing at the temperature of 350°C.
The produced forgings, shown in Figure 7, have the
correct shape. As can be seen in the figure, cracking
occurs in the edges of the flash, as predicted based on  investigation of strength properties of the forgings using
the numerical findings. static tensile testing at room temperature;
This forging was followed by qualitative examination which  measurement of hardness of the forgings by the Brinell
involved: method; and

563
 New screw press forging process Aircraft Engineering and Aerospace Technology
Anna Dziubinska et al. Volume 90 · Number 3 · 2018 · 559–565

Table II Results of the mechanical properties of forgings of door handles and bracket from AZ61A alloy
Static tensile test
Type of forgings Grade/state of heat treatment Hardness [HB] Yield strength Rp0.2 [MPa] Tensile strength Rm [MPa] Elongation A5 [%]
Door handle AZ61A/after forging 57.5 218 305 12.0
56.8
60.5
Door handle AZ61A/after forging and an annealing 56.5 220 302 10.0
60.5
53.4
Bracket AZ61A/after forging 61.7 180 292 12.5
59.4
53.4
Bracket AZ61A/after forging and an annealing 54.8 183 297 12.0
52.8
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52.2

 metallographic examination of the microstructure in an
etched state.
The results of measurement are presented in Table II. The
obtained properties are much higher than the minimum
requirements specified in ASTM. Moreover, properties of
forgings subjected an annealing are similar to those of forgings
in which this operation is not performed.
On the basis of the microstructure examination, it was found
that in both analysed forgings after the annealing process, the
structure was characterized by recrystallized, equiaxial grains
and high homogeneity (Figure 8).
3. Conclusions
The results led to the following observations and conclusions
about the proposed technology:
 It is technically possible to produce magnesium alloy
AZ61A die forgings with the required quality and shape
using a screw press.
 The required heating temperature of a magnesium AZ61A
billet is 410°C. To prevent rapid heat loss of the workpiece
during the forging process, the tools should be continuously
heated and their temperature should be maintained at 300-–
350°C. This can be done using gas burners instead of very
expensive heating systems.
Figure 8 Microstructure of forging
 As a result of the forging process, the forgings have a
recrystallized fine grain structure and their mechanical
properties meet the requirements for products made of
magnesium alloy AZ61A.
 After the forging process, it is recommended that the
forgings should be subjected to air cooling. In contrast,
there is no point in applying water cooling to induce
hardening, as it does not improve the mechanical
properties of the forgings because of a very low content
of alloying elements.
 It is recommended that annealing should be performed
after the forging process at the temperature of 350°C to
ensure stress relaxation. The stress-relief annealing
does not affect either the strength or functional
properties of finished products.
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Corresponding author
Anna Dziubinska can be contacted at: a.dziubinska@
pollub.pl