Advanced Aluminium Alloys for Aircraft and

Aerospace Applications

RC Dorward and TR Pritchett

Center for Technology, Kaiser Aluminium & Chemical Corporation, Pleasanton, CA 94566, USA

Abstract
Aluminium has been the dominant material in the aircraft industry for a half century due to its attractive combination of light
weighL strength, ductility, corrosion resistance, ease of assembly and low eosL This dominance is being challenged by new
materials offering potential weight savings and fuel economies. The aluminum industry has countered this challenge by
developing a number of advanced materials of its owrL. rapidly solidified alloys, metal matrix composites and aluminum-lithium
alloys. Performance and cost considerations favour the last in most situations, and a considerable effort is under way to
commercialize Al-Li alloy products. State.of-the.art aluminum lithium alloys show promising property levels, particularly
strength and elastic modulus. Steady improvements in ductility and fracture toughness are resulting from industry.wide
development work, particularly with the Al. Cu-Li and AI-Li-Cu-Mg alloy systems.

Introduction
The structural integrity and perfor-
mance of aircraft structures are a
function of the materials from which
they are made. The most effective
materials are those that meet the
engineering requirements of the
various components at the lowest
possible cost. In the early days of
aviation, airplanes were built of wood
and fabric. As aircraft speeds and
technology advanced, it was inevit-
able that metals would be used to
substitute for these fragile materials,
albeit with occasional relapses such
as Howard Hughes' amphibious C5.
However, by this time, aluminum had
become the favourite material of
construction in the industry due to its
attractive combination of properties:
light weight, high strength, good
corrosion resistance and fabricability.
The dominance of aluminium in
the aircraft market was threatened in
the 1950s by the promotion of
substitute materials touting higher
strength, lighter weight or improved
strength-to-weight ratios: titanium
alloys, new high-strength steels and
organic resin composites. However,
their penetration was slowed when
the aluminum industry introduced a
number of new alloys and tempers
providing dramatically improved per-
formance characteristics in the areas
of fracture toughness and stress
corrosion resistance. More recently,
rising fuel costs and higher perfor-
mance requirements have resulted in
renewed interest in alternative
materials distinguished by greater
strength-to-weight ratios. The early
thermosetting resin systems consist-
ing typically of fiberglass or carbon in
an epoxy or polyester matrix suffered
from poor toughness, low ductility
and instability at temperatures above
135°C. Bismaleimide resins are
superior to epoxy type resins in
resisting moisture and elevated tem-
peratures to 190°C. However, they
have an even lower elongation to
failure and are prone to microcracking.
The newer thermoplastic resins, such
as polyetheretherketone (PEEK),
aramids, polyimides and polypheny-
lene sulfides have overcome most of
these disadvantages except the high
cost. For example, polyetheretherke-
tone resins have heat deflection
temperatures of 320°C or more, are
tougher than brittle crosslinked
thermosetting resins, can withstand
impacts without cracking or delam-
inating, do not absorb moisture and
may be easier and cheaper to process.
Even so, thermoplastic pre-impreg-
nated shapes cost about $35-45/kg
and require elevated temperatures of
300-425°C to process.
Predictions as to the timing and
extent of penetration of these new
materials into the aircraft market vary
greatly from one source to another.
Some years ago, "advanced" com-
posite materials were to have captured
a large sector of the structural aircraft
market by 1985; yet the actual use of
composites today is largely restricted
to secondary or lightly stressed com-
ponents. Nevertheless, it is these
materials with which aluminum must
compete in the future. Factors that
will impact on the timing and market
penetration of both advanced alum-
inum alloys and plastic composites
include material properties and costs,
aircraft performance criteria, con-
version economics and the price of
jet fuel.
Aluminum Technology
Developments
New materials under development by
the aluminum industry include alloys
produced by rapid solidification

MATERIALS & DESIGN Vol. 9 No. 2 MARCH/APRIL 1988 63

 processing (atomized, melt spun, strip
or roller quenched), light weight AI-Li
alloys, and composites (metal matrix,
resin/polymer laminates). Continuing
improvements in the performance of
conventional alloys are also being
made through composition optimi-
zation, impurity control, minor ele-
ment additions and modified heat
treatment & thermo-mechanicai pro-
cessing practices. In addition, new
manufacturing techniques such as
superplastic forming of complex
shapes, precision die forgings and
one-piece non-critical castings are
being used to reduce the weight and
cost of some components.
RSP Alloys
Rapid solidification processing (RSP)
allows the use of higher concen-
trations of alloying elements with
simultaneous decreases in solute
segregation and grain size. Alloys can
be designed or modified to specific
compositions and microstructures
with higher strength, ductility and
fracture toughness; improved cor-
rosion and stress corrosion resistance;
and elevated temperature strength.
At present these materials are most
effectively utilized for retrofitting parts
requiring higher stress levels, im-
proved stress corrosion resistance or
better fracture toughness.
While a number of techniques are
used to produce alloys by rapid
solidification, the powder metallurgy
approach is most often used today. In
this process, molten aluminum alloys
(frequently exceeding solid solubility
limits) are atomized in air or inert
gases and rapidly solidified to powder.
The powder is then sized, isostatically
compacted and encapsulated in an
aluminum container. Residual gases
are evacuated from the container
and the powder is then degassed/
cleaned by a number of techniques.
Kaiser Aluminum, for example, has
developed a depurative (wash) gas
technique that results in optimum
degasification of aluminum powder
compacts. <11The degassed compact
is then extruded or hot pressed into a
99+% dense billet, which is fabricated
by conventional means such as
extruding, forging or rolling.
High strength alloys 7091 and 7064
are currently available as commercial
extrusions and forgings. As shown in
Table I, alloy 7064 provides an
excellent combination of properties
for aerospace applications with a
yield strength near 620 MPa, a stress
64
Ultimate
Alloy Tensile 0.2% Proof % Elongation T-L Kic
Strength (MPa) Strength (MPa)
7064 585 540
7091 586 538
Table I Mechanical Properties of 7091 and 7064 Alloy Extrusions
(. TX7 TemperY2~
corrosion threshold stress greater
than 240 MPa, and fracture tough-
ness of 30-35 MPa m. The cost of
extrusions and forgings made by
powder metallurgy is expected to be
approximately 3 to 5 times that of
conventional aluminum shapes. Their
use has therefore generally been
limited to substitution or replacement
of "problem" components.
Aluminum alloys capable of operat-
ing at temperatures in the range of
200-300°C can also be produced by
rapid solidification. Conventional
aluminum alloys can rarely withstand
temperatures above 175°C; AA2219
alloy, for example, exhibits a 170 MPa
tensile strength at 260°C. Newly
developed RSP alloys, however, offer
strengths of about 350 MPa at this
temperature, and may remain usable
up to 340°C <3,4~.Most attention has
focused on AI-Fe-X compositions
such as A]coa's CU78 AI-Fe-Ce, Pratt
& Whitney's AI-Fe-Mo, and Allied
Corp's AI-Fe-Zr-V. The weight savings
attainable with these materials are
anticipated to be 15% for airframe
structures and up to 35% for engine
components (3}.
Another potential use of RSP is to
produce light weight, high modulus
aluminum alloys containing more
than 3 wt % lithium, as these alloys are
difficult to cast by conventional ingot
metallurgy methods. RSP AI-3% Li-2%
Mg-0.2% Zr and A1-3% Li-2% Cu-0.2%
Zr compositions, for example, have
been shown to be potential sub-
stitutes for the Aluminum Association
(AA) 2 and 7 series alloys, re-
spectively, at 10-12% lower density
levels(5/. Similar alloys containing
either 1% Fe + 1% Ni or 1.6% Cr have
strength retention at temperatures up
to 150°C which is superior to that of
conventional titanium and aluminum
based alloys(6>. Although not RSP
materials, mechanically alloyed AI-Li
alloys such as Al-4% Mg-1.3% Li with
Ai4C3 and AI203dispersoids also offer
MATERIALS & DESIGN VoI. 9 No. 2 MARCH/APRIL 1988
(MPa m)
10 34
10 30
a unique combination of low density
(2.58 g/cm3), high strength (450 MPa
proof stress) and good stress corro-
sion resistance. A particular advantage
of this alloy is freedom from age
hardening heat treatments, making it
possible to produce forgings and
heavy sections with homogeneous
metallurgical structures and mec-
hanical properties.
Aluminium Based Composites
Metal matrix composites (MMC's), in
which high strength/elastic modulus
materials such as SiC, AI203, B4C, B,
etc. are incorporated into aluminum
alloys, offer unique combinations of
strength, stiffness, wear resistance,
and elevated temperature stability.
They are produced by powder metal-
lurgy, mechanical alloying, squeeze
casting, diffusion bonding and spray
deposition. The specific stiffness
(modulus/density ratio) of aluminum
aerospace alloys can be increased
approximately 50% by adding 20 wt %
of SiC whiskers. Consequently alum-
inum metal matrix composites com-
bine the matrix's light weight with the
stiffness of titanium. The broad array
of material and processing variations
permits one to select or design
products for specific applications.
The most actively studied additive at
present is SiC, which may be used in
the form of continuous fibers, whiskers
or particulate. MMC's containing
particulate SiC are isotropic and can
be tailored to match the expansion-
contraction characteristics of other
materials such as beryllium or stain-
less steel. Consequently, they have
been used in the manufacture of
inertial guidance equipment and
optical components where dimen-
sional stability is critical <8>.As shown
in table Ii, AA2124 with 30 voi % SiC is
considerably stiffer than the standard
alloy, has better dimensional stability
than BE 1-220, and has a coefficient of
thermal expansion near that of
electroless nickel.
 Table ill illustrates some of the
"designed" tensile properties that
can be obtained by adding SiC
particulate to aluminum alloys.
Strength and modulus of elasticity
increases are offset somewhat by
lowered ductility (and fracture tough-
ness). Note that AI-Li alloys con-
taining SiC reinforcement are part-
icularly attractive since they are much
stiffer and lighter than conventional
aluminum aircraft alloys.
Although aluminum MMC's are
ideally suited for selected specific
applications, their present cost of
approximately 5-10 times that of
conventional alloys limits their wide-
spread use. However, this situation
may change if more cost effective
processing methods are developed.
The most widespread production
procedures today are casting and
powder metaUurgy1111. The latter
promotes a good distribution of
reinforcement, whereas casting, al-
though cheaper, may sacrifice pro-
perties due to non-homogeneous
microstructures. Consequently, there
is widespread research and develop-
ment underway to improve the pro-
perties of cast MMC's.
In addition to "monolithic" com-
posites, an aramid polymer reinforced
aluminum laminate (Arall) is being
developed by Alcoa and Delft
University, which utilizes aramid fiber
resin bonded between thin sheets of
aircraft aluminum alloy<11,12,13)Other
polymers and fibers have also been
investigated. Very good strength and
density properties have been obtained,
but concerns remain about durability,
connections to metallic structures,
and long-term resistance to moisture
and delamination. Because of their
metal content, the laminates can be
formed at any time during their life
cycle, and can be fabricated by most
metalworking techniques, including
stamping and machining. The lam-
inates significantly outperform con-
Thermal
Expansion
Coefficient
Material (X10-e/°C)
AI 2124-T6 12.4
+ 30 vol % SiCp
AI 6061-T6 12.1
+ 35 vol % S i O p
AI-2124-T6 23.4
Be 1-220 11.5
Electroless Ni 12.1
Coating
Table II Physical Property Comparison of AI-Based MMC's with
Conventional Materials cs~
ventional carbon fiber/epoxy com-
posites in impact resistance. They
also offer good sound and vibration
damping, exceeding that of solid
metal by a factor of two to three.
Aluminum-Lithium Alloys
AI-H alloys probably represent the
most promising development in ad-
vanced aluminum technology today.
Lithium, the lightest of metals, has a
specific gravity of only 0.53 g/cc, and
each 1% Li addition to aluminum
reduces its density by 3% and in-
creases the modulus of elasticity by
6%. The substitution of an alloy with
about 2.5% Li in an existing aircraft
design would reduce weight by 8 to
10%, while new designs taking ad-
vantage of the alloy's increased
stiffness could offer weight reduc-
tions of 15%. Also contributing to
potential weight savings is the alloy
system's superior resistance to fatigue
crack growth, especially at low stress
intensity ranges.
The initial property goals for
aluminum-lithium alloys involve re-
placing conventional alloys such as
7075-T6, 2014-]'6, and 2024-T3
concomitant with density reductions
of 7-10%. Success at this level will
Micro-yield Elastic
Strength Modulus Density
(M Pa) (GPa) (g/cm 3)
2.91
117 117
124 131 2.88
117 72 2.78
35 303 1.85
- 200 7.75
inevitably lead to second generation
materials with improved mechanical
properties, and having special pro-
perties such as superplasticity, ele-
vated temperature strength, and even
further improvements in density and
elastic modulus.
Historical DevelopmenL
Commercially promising aluminum-
lithium alloys have had an interesting
history since the 1945 LeBaron
patent 114~ on AI-Cu-Li-X alloys was
granted. In the mid 1950's, Hardy and
Silcock elucidated the phase relation-
ships and age hardening response of
the AI-Cu-Li ternary system, ~sl and
Siicock later identified the micro-
structural changes responsible for
the hardening behaviour. ~1~ About
this time, Payne and Eynon disclosed
a number of AI-Li alloys containing
copper, zinc, magnesium and silicon.~~7/
The first alloys to be promoted
commercially were the Al-Cu-Li-Mn
alloys 2020 (used in the US Navy RC-
5A Vigilante) and its USSR variant
VAD 23. The Russian scientific and
patent literature is also replete with
reference to their AI-Mg-Lialloy 01420
(used in the MIG-25 Foxbat), which
was first disdosed in the mid 1960s. <~8~
Although alloy 01420 is quite light, it

Ultimate Tensile 0.2% Proof Elastic

Alloy Temper Strength (MPa) Strength (MPa) % Elongation Modulus (GPa)
7064 + 20% Sicp -T73 675 585 3 111
7064 -T6 685 620 10 71
6061 + 2.5% Li + 13% SlOp -T6 475 415 2.5 104
6061 -'1-6 380 310 10 69
8090 + 1096 SiCp -T8X 530 500 2.5 97
8090 -T8X 535 480 5 80

Table I11 Tensile Properties of Aluminum MMC Extrusions ~9,1°~

MATERIALS & DESIGN Vol. 9 No. 2 MARCH/APRIL 1988 65

 is not strong enough to be widely
substituted for conventional aluminum
aircraft alloys.
In the 1970s, research on AI-Liwas
initiated in Great Britain at the Fulmer
Research Institute, the Royal Aircraft
Establishment and the British Alum-
inium Company; and in the United
States at Alcoa, Lockheed and
Reynolds Metals Company under Air
Force and Navy-supported programs.
Individual as well as sponsored re-
search activities accelerated in the
late 1970s and early 1980s due to a
combination of factors: desire for
weight savings and fuel economy;
greater aircraft speed, mobility and
range; concern about USSR aircraft
superiority; inroads of competitive
materials; and successes in over-
coming some of the alloying and
production difficulties. Engineering
Fig 1 Stepped aluminum, lithium aircraft extrusion
solutions have been developed to
avoid the hazardous possibility of
molten metal-water contact inherent The AI-Li alloy system's relatively concentrations at grain boundaries;
with DC casting, and methods of low ductility and fracture toughness weak precipitate free zones; and
containing and shielding the reactive have presented challenges to those coarse grain boundary precipitates.l~9-2,1
alloys have been developed. There do involved with their production and Remedies that have provided sign-
not appear to be any undue dif- application. These problems have ificant improvements include grain
ficulties in producing wrought pro- been attributed to a number of size and shape control, minimizing
ducts, even in complex shapes as factors, including tramp impurities impurity contamination, avoiding
attested by the stepped extrusion such as sodium, potassium, hydrogen, overaged tempers and the addition of
shown in Figure 1. etc; strain localization and stress alloy elements that result in coprecipi-

50 I I I I I
I I I I I

40

6
30 v

Z
0
I---
< 4 \
~ 20 0 •
Z
0
& _.J
LI..I

10

0 I I I I I I I I I \J
300 350 400 450 500 300 350 400 450 50(
LT YIELD STRENGTH (MPA)

Fig 2 Short-transverse toughness and elongation of 40 mm thick AA 2090 alloy plate

as a function of strength

66 MATERIALS & DESIGN Vol. 9 No. 2 M A R C H / A P R I L 1988

coprecipitation of other age hardening
phases (19). Coprecipitation of partially 0.2% Proof Applied Mean Failure
coherent phases is effec~e for a number Temper Strength (mPa) Stress (MPa) Time, days*
of reasons: it increases the strength
the alloy, promotes homogeneous 8090 Alloy
deformation, and reduces the size of Underaged 363 140 7
the precipitate free zones. ~) As noted 210 5
earlier, alloying elements receiving
Peakaged 400 140 130
the greatest attention for this purpose 210 5
are copper and magnesium. Copper
2090 Alloy
additions provide e '(CuA12) and T 1
(CuLiAI2)precipitates, and magnesium Underaged 444 140 26
in combination with copper results in 210 5
S' (CuMgAi~) formation. The more
Peakaged 522 140 96
complex quaternary AI-Li-Cu-Mg 210 13
alloys, which appear to be receiving
the greatest worldwide attention today,
were introduced in a 1959 patent by * 3.2 mm diam tensile specimens exposed to marine atmosphere at
Criner, (23) and more recently were Daytona Beach, Florida.
included in a US Air Force sponsored
powder alloy development effort. (24) Table IV Short Transverse Stress Corrosion of 42-50 mm 2090 and
Today's semi-commercial alloys also 8090 Alloy Plate
contain zirconium as a grain stabilizing
agent, the potential benefits of which
have been recogized for many years. 1251
Technical Challenges
Areas that continue to present
challenges to the widespread usage
of Ai-Li alloys include deficiencies in 400
short transverse properties (including
stress corrosion resistance), scrap
recycling, and -T6 vs -T8 properties
(effects of cold work prior to aging).
300
The issue of scrap recycling is a v

global problem requiring the co-

operation of both suppliers and
users. Although most suppliers have F--

active reclamation R&D underway, c,o

200
the efforts are complicated by factors w
such as the need for segregating Li-
containing and Li-free alloys, usage of
both Mg-free and Mg-containing AI-Li
alloys, and the difficulties of dealing i00
with finely divided scrap (machine
turnings).
The ductility and toughness of AI-Li
products in the more highly stressed
longitudinal and long-transverse 1 2 3 4 5 6
directions are generally adequate % COLD REDUCTION
when compared with 7075-T6 and
2024-T3 requirements. (In some
Fig 3 Effect of cold compression on the strength of AA 2090- TSX alloy
instances, toughness is superior to
hand forgings
that of the conventional alloys.)
However, properties in the short
transverse direction are often inferior, creasing toughness and ductility was mechanical property situation de-
especially in near peak-aged temper a change in fracture morphology, scribed aboe, there are also stress
conditions. As shown in Figure 2, the which became smoother and more corrosion (SC) limitations in the AI-Li-
S-L toughness of a 40-mm thick intergranular. The transition to in- Cu(Mg)-Zr alloy systems. Table IV
2090 alloy plate decreased from tergranular fracture also coincided shows failure times for 3.2 mm
about 40 to 10 MPa m as the yield with extensive subgrain and grain (0.125 in) diameter short-transverse
strength increased from 320 to 480 boundary precipitation in the near tensile specimens from 2090 and
MPa. At the same time, the short- peak-aged condition (highest aging 8090 alloy plates, which were ex-
transverse elongation decreased form temperature). posed to a marine atmosphere at
8% to 0.5%. Coincident with de- In addition to the short transverse Daytona Beach (FL). Failures oc-

MATERIALS & DESIGN Vol. 9 No. 2 MARCH/APRIL 1988 67

 curred within one month at stresses
as low as 140 MPa (20 ksi) in
underaged tempers of both alloys. Ultimate 0.2% Proof
Peak-aged materials also failed at this Test Tensile Strength Strength L-T Kic
Temp, K (MPa) (MPa) % Elongation (MPam '/,)
stress level, but at longer exposure
times (3-4 months). 298 565 535 5.5 25
Although AI-Li-Cu-(Mg) alloys in
general do not have good resistance 77 695 625 5.5 34
to short-transverse SC cracking, we 4 815 705 6.5 39
do not intend to imply that they are
inferior to conventional high strength
aluminum alloys - in fact, they are Table V Mechanical Properties of2090-TSX Plate at Cryogenic
Temperatures ~27j
superior to 7075-T6 and 2024-T3
alloys. It should also not be assumed
that all ~-I..i alloys are susceptible to
SC cracking. AI-Li-Mg alloys, for
example, have excellent SC resistance; 600 , I I I ]

unfortunately, they are not as strong

as 7075-T73 alloy.
That cold work accentuates the
4%
artificial aging response of AI-Li alloys
is well recognized. Moreover, signifi-
cant amounts of cold work (4-8%) are o_ 500
known to maximize the strength-
--,r--
toughness combination of these F--
materials. (zSIHowever, these beneficial
effects cannot be realized in products l--
that are difficult to cold work after
solution heat treating, eg, formed ._J

sheet parts and die forgings. Another "' 400

concern is the possible introduction
of uneven amounts of cold work due
to forming, straightening and coining
operations, which will result in variable
properties throughout a part. Figure 3
depicts the yield strengths of 2090
alloy hand forgings aged for 30 hours
at 160°C after 1- 6% compressive cold
work. Yield strengths of the parts
reduced 5-6% were about 100 MPa
(15 ksi) higher than those obtained
with only 1% reduction, and there was
a corresponding decrease in ductility
with increasing strength.
Isothermal aging curves for 2090
alloy extTusions stretched 0~,% (Figure
4) show that cold work not only
increases the strength level for a
given aging practice, but the aging
kinetics are also strongly affected.
Peak strengths at 177°C (350°F)
were achieved in about 15 and 30
hours for stretches of 4% and 2%,
respectively, and the unstretched
material appeared to require over 60
hours to achieve peak strength.
These data demonstrate that pro-
ducts having different amounts of
stretch, coining, stress relief, roller
leveling, etc. will require specific
aging practices whether one wants to
achieve a given strength level or a
specific percentage of peak strength
(temper condition). It is also apparent
>-
300 l l l , ,
2 5 i0 20 50 i00
AGING TIME (HR)
Fig 4 Isothermal aging curves at 177°C for AA 2090 alloy extrusions
stretched 0.4%. Yield strengths are for long-transverse direction
that products containing non-homo- creases, making the material for
geneous cold work will have internally superior to any aluminum alloy cur-
varying strength levels and temper rently used in cryogenic situations.
conditions. Initial weldability studies also suggest
Cryogenic Properties: An that with appropriate processing,
Unexpected BenefiL acceptable post-weld properties can
Although the highest volume usage be achieved. AI-H alloys can therefore
of AI-Li alloys is likely to occur in be seriously considered for applica-
conventional aircraft structures, they tions such as the fuel tanks in the
will probably be most effectively space shuttle, or for the proposed
utilized in certain space applications hypersonic and trans-atmospheric
involving cryogenic environments. vehicles.
Preliminary results show that the yield Commercial Status.
strength, ultimate tensile strength, General goals have been established
fracture toughness, and elongation of to develop substitutes for damaged
2090-T8X plate all improve as the test tolerant 2024-T3, medium strength
temperature is reduced to 4K (27)- see 2014-T6, high strength 7075-T6,
Table V. Consequently, the strength- stress corrosion resistant 7075-T73,
toughness combination improves and a low-density medium-strength
dramatically as temperature de- alloy. As shown in Table Vl, con-

68 MATERIALS & DESIGN Vol. 9 No. 2 MARCH/APRIL 1988

 Density Product 0 . 2 % Proof Elastic K o or K_*
Alloy/Temper (g/cm 3) Form Strength (MPa) % Elongation Modulus (GPa) (MPam ~=)

2090-T8X 2.60 Sheet 350 11 78.5 100

2090-T8E41 " Sheet 495 8 " 45
2090-T8E41 " Plate 470 7 " 25
2091 -T3 2.58 Sheet 285 19 78
2091 -T8 " Sheet 335 15 " 130
8090-T3X 2.54 Sheet 325 9 79.5 100
8090-T3X51 " Plate 345 6 " 35
8090-T6 " Sheet 365 7 " 60
8090-T8 " Sheet 390 7 " 55
8090-T651 " Plate 410 5.5 " 30
8091 2.55 Sheet 400 7 80 50
8091 -T8 " Sheet 440 7 " 45
8091 -T651 " Plate 475 5 " 18

* The toughness levels listed refer to 1986-era properties. Significant improvements in some alloy/tempers
have been claimed more recently.

Table VI Typical Properties of Semi. Commercial AloLi Alloys (L T Direction) ~2s3°~

siderable success has been made in
developing replacements for 2024-
T3, 2014-T6 and 7075-T6; however,
a stress corrosion resistant substitute
for 7075-T73 remains elusive. Com-
mercial production of several AI-Li
alloys has been initiated by the
aluminum industry. Samples of ex-
trusions, forgings, sheet and plate
have been provided to aircraft com-
panies for evaluation and qualification
testing. These individual and joint
development programs will accelerate
alloy acceptance and subsequent use
of these new products.
Conclusions
The aluminum industry is moving
rapidly to meet the aircraft industry's
need for lighter structural materials.
Current AI-Li alloys provide the op-
portunity of achieving 8 to 10%
weight savings and 15% greater
stiffness while satisfactorily meeting
other performance criteria. Conven-
tional aircraft assembly methods can
be employed, thus avoiding the high
conversion costs inherent with the
use of carbon resin composites. The
cost of lithium metal, safety pre-
cautions in casting, the need for
scrap segregation, and closer control
of processing parameters all con-
tinue to increase products costs two
to three times above those of con-
ventional aluminum aircraft alloys.
Even so, this represents a much 13
smaller increase than the 10 to 20-
fold cost increase of plastic com- 14
posites. Some of the newer manu-
facturing techniques such as super- 15
plastic forming and precision die
16
forging, coupled with greater use of 17
special extruded shapes and structural
sheet may well lead to reductions in 18
buy-to-fly ratios and hence to lower
costs of the completed assembly. 19
20
References
1 SG Roberts, US Patent Nos 3,954,458 21
(1976) and 4,104,061 (1978)
2 JW Bohlen, RJ Kar and GR Chanani, in
Rapidly Solidified Powder Aluminum 22
Alloys, ASTM STP 890, 1986, p 166
3 SL Langenbeck,WM Gdt~h, GJ Hildeman 23
and J W Simon, ibid, p 410
4 DJ Skinner, K Okazaki and CM Adam, 24
ibid, p 211
5 PJ Meschter, PS Rao, RJ Lederich and JE
O'Neal, ibid, p 512
6 PJ Meschter, RJ Lederich and JE O'Neal, 25
Fin a] Report, NASA CR-178145
7 GAJ Hack, Metals and Materials, Vol 3 26
(1987); p 457
8 WR Mohn, Research and Development,
July, 1987, p 54 27
9 TR Pritchett, Aluminum Technology '86,
London, March, 1986
10 J White, IR Hughes, TC Willis and RM
Jordan, 4th lntemational AI-Li Conference, 28
Paris, 1987
11 JC Bittence, Advanced Materials and 29
Processes, July, 1987, p 45
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MATERIALS & DESIGN Vol. 9 No. 2 MARCH/APRIL 1988 69