The Development of Hiduminium‐RR.58 Aluminium Alloy

Abstract

SEVERAL years before the British and French Governments decided, separately, to initiate feasibility studies into the building of a supersonic transport passenger‐carrying aircraft with an auminium alloy as the main structural material, the Research and Development Division of High Duty Alloys Ltd. began to compare the relative merits of selected Hiduminium alloys in anticipation of this possible new application. It was appreciated that the life requirement, for ecenomic reasons, would be between 20,000 and 30,000 hours and that the saturation skin temperature, due to kinetic heating, at speeds of Mach 2·2 and 2·5 would be about 120° and 150°C, respectively. The Division's considerable experience in the field of developing aluminium alloys for acro‐gas turbine applications for service at temperatures higher than this range, made us optimistic about the possibility of being able to develop a wrought aluminium alloy which would meet all the mechanical property requirements for the construction of a SST aircraft.

Effect of anodization and loading on fatigue life of 2618-T851 aluminum alloy

“…In this context, the aim of the present paper is to characterize the effect of a given anodizing process on the fatigue resistance of 2618-T851 aluminum alloy largely used in the past, especially in well-known Concorde aircraft. The alloy knows a slight decrease of fatigue resistance at high temperature compared to room temperature fatigue resistance (Doyle 1969;Williams and Starke 2003). A careful analysis of the surface has been conducted after each step and correlated to fracture surface observations and special attention is paid to the potential influence on the fatigue life of each step of the whole process under uniaxial loading.…”