AEROSPACE HEAT TREAT NEWS

Jason Schulze on AMS2750E: Understanding Key AMS2750E Definitions

This is the fifth in a series of articles by AMS2750 expert, Jason Schulze (Conrad Kacsik).  Click here to see a listing of all of Jason’s articles on Heat Treat TodayIn this article, Jason advances the discussion of TUSs with a lesson on the definitions of key AMS2750E terms. Please submit your AMS2750 questions for Jason to editor@heattreattoday.com.

Introduction

When executing a technical process, understanding the meaning and intent of certain definitions can clarify the interpretation of certain requirements, thereby, altering a specific course based on that interpretation.

In this article, we will focus on the primary definitions associated with temperature uniformity surveys as they apply to AMS2750E.

Control Zone vs Qualified Work Zone

Control Zone

AMS2750E, page 44, para 2.2.9: “A portion of the work zone in thermal processing equipment having a separate sensor/instrument/heat input or output mechanism to control its temperature. This portion of a furnace is independently controlled.”

Qualified Work Zone

AMS2750E, page 6, para 2.2.42: “The defined portion of a furnace volume where temperature variation conforms to the required uniformity tolerance.”

It’s important to understand the difference between the two definitions. Below is a figure which outlines the most basic idea behind each.

Figure 1

Failure of a Survey Thermocouple

AMS2750E, page 4, para 2.2.19: “Obviously incorrect or erratic activity of a survey thermocouple indicated by extreme high readings, extreme low readings, and/or erratic changes in readings not reflected by other sensors.”

This situation can be observed by pyrometry technicians in real time as the survey is running. Possible reasons for this may be:

  • a loss in chrome due to vapor pressure (vacuum furnaces only),
  • movement of the thermocouple during the test from the documented position,
  • Polarity reversal during test thermocouple assembly.

Note that AMS2750E allows only a specific number of thermocouples to fail during a TUS (see AMS2750E, page 30, para 3.5.16).

Heat Sink

AMS2750E, page 5, para 2.2.24: “A mass of material equivalent to the heat transfer characteristics of the thinnest section of the part being heat-treated. Heat sinks may be used during TUS (3.5.10.1) and during production (3.3.5).”

The use of heat sinks during a TUS is optional. Operators are permitted to utilize heat sinks on both TUS test thermocouples and the load thermocouple being used. The key is to document the initial TUS load condition, including the use of heat sinks, and utilize this configuration on subsequent tests.

If heat sinks are utilized on either the TUS test thermocouples, or the load thermocouples, the heat sink must comply with AMS2750E, page 26, para 3.5.10. Additional requirements and clarification regarding heat sink requirements can be found in the Nadcap Pyrometry Guide on page 47, question #43 and Heat Treat Auditor Advisory 17-007.

Figure 2

Qualified Operating Temperature Range

AMS2750E, page 6, para 2.2.41: “The temperature range of thermal processing equipment where temperature uniformity has been tested and found to be within required tolerances as specified in 3.3”

This temperature range affects multiple aspects of pyrometry, including the instrument calibration setpoints of both furnace instruments (AMS2750E page 14, para 3.2.5.5.1) as well as field test instruments (AMS2750E, page 14, para 3.2.5.4) used on that particular equipment. It also affects what product can be heat treated in the particular furnace.

Field Test Instrument

AMS2750E, page 4, para 2.2.20: “An instrument that is portable, that meets the requirements of Table 3, has calibration traceable to secondary equipment or better and is used to conduct on-site tests of thermal processing equipment.”

One of the key points in this definition is the term “portable”. This implies that furnace instruments cannot be used as field test instruments. For those new to pyrometry, this may cause confusion as a single instrument make and model could be designated as a field test instrument or a furnace instrument. As an example, consider a Yokogawa DX model electronic recorder. A supplier could buy two of the same model and use one as a furnace recorder and the other as a TUS recorder (making it a field test instrument). The only differences are its designated use, calibration points, and the fact that is independent from the furnace (portable).

Field test instruments must be calibrated using a standard instrument or better at 6 points per AMS2750E, page 14, para 3.2.5 and have an accuracy of ±1°F or 0.1%, whichever is greater.

Temperature Uniformity

AMS2750E, page 7, para 2.2.66: “The temperature variation (usually expressed as ± degrees) within the qualified furnace work zone with respect to set point temperature. For retort furnaces where a sensor in the retort is used to control temperature, the temperature variation is with respect to the sensor in the retort and not to the furnace set temperature.”

This relates directly to the furnace class designation per Figure 2 of AMS2750E. It’s important to keep in mind question #21 of the Hwhen designating furnace class.

Temperature Uniformity Survey

AMS2750E, page 7, para 2.2.68: “A test or series of tests where calibrated field test instrumentation and sensors are used to measure temperature variation within the qualified furnace work zone prior to and after thermal stabilization.”

As any pyrometry technician knows, one of the main issues to watch for is thermal inertia, or overshoot. Any overshoot will be cause for immediate failure and initiation of an internal RCCA per AMS2750E, page 34, para 4.2.

Conclusion

Understanding AMS2750E definitions will be advantageous to readers of the remaining articles in this TUS series.

We will next discuss the differences between periodic surveys, initials surveys and more.

Submit Your Questions

Please feel free to submit your questions and I will answer appropriately in future articles. Send your questions to editor@heattreattoday.com.

Jason Schulze on AMS2750E: Understanding Key AMS2750E Definitions Read More »

Metal AM Manufacturer Dedicates Heat Treatment Department, Adds Furnaces

 

Source: Metal AM

An Italian metal additive manufacturer recently installed two furnaces and dedicated a new department exclusively to heat treating in a bid to expand its heat treatment capability and maximize the performance of aluminum alloys.

Read more: “BEAMIT Strengthens Investment in Heat Treatment for Metal Additive Manufacturing”

 

Metal AM Manufacturer Dedicates Heat Treatment Department, Adds Furnaces Read More »

Aerospace MRO Provider Expands at 3 U.S. Locations, Adds Heat Treatment

An Arizona-based aerospace maintenance, repair and overhaul provider recently announced a significant expansion at three of the company’s U.S. sites during 2018, including the installation of additional heat treatment equipment at one location.

Rick Stine, President of StandardAero Components, Helicopters & Accessories

StandardAero Component Service of Scottsdale, Arizona, reports that the overall investment to fund the expansions exceeds $16 million in construction and capital equipment, involving the facilities in the Cincinnati and Hillsboro, Ohio, and Miami, Florida locations.

The Cincinnati location expansion will include the build-out of an additional 200,000 sq. ft. of work space to accommodate component repair growth on new platforms, military and commercial engine component repair, as well as larger components.

Miami will add 30,000 sq. ft. of working space and capital improvements including the installation of a state-of-the-art clean line, an additional vacuum furnace as well as water jet cleaning capabilities. As a result, the facility will be able to repair large engine cases.

Hillsboro will be completing a 30,000 sq. ft. expansion to support new OEM manufacturing production, bringing the facility’s total manufacturing footprint to 115,000 square feet of space.

“We are making this commitment to grow our capacity to meet the continued demands of our customers – on both legacy platforms and next generation engines — as well as to continue to provide the aerospace industry’s best delivery performance for component repair and manufacturing services,” said Rick Stine, President of StandardAero Components, Helicopters & Accessories. “These expanded capabilities also include dedicated processes for the repair, overhaul and manufacturing of various component types to support our customers’ engine needs.”

 

Aerospace MRO Provider Expands at 3 U.S. Locations, Adds Heat Treatment Read More »

Rebuilt Rotary Furnace Increases Capacity for Canton Forge

An Ohio-based forge which specializes in precise and durable forgings for aerospace, energy, and transportation markets recently commenced production with a rebuilt rotary furnace designed to service and increase heating capacity for some of its largest hammers.

The furnace was rebuilt in-house at Canton Drop Forge (CDF) in Canton, Ohio, and has North American high-velocity tempest burners. Another furnace will be rebuilt in 2018 to increase the heating capacity for its oilfield forging cell.

CDF’s unique ability to rebuild furnaces in-house advances heating capacity and efficiency, producing forgings used in critical applications with zero tolerance for failure. Home to some of the industry’s largest drop forging hammers in its 241,000 square foot manufacturing facility, the company operates 13 forging hammers and can produce forged parts up to 3500 lbs.

In February, Canton Drop Forge was acquired by Park Ohio, an international supply chain management outsourcing company based in Cleveland.

Rebuilt Rotary Furnace Increases Capacity for Canton Forge Read More »

NC Aviation Facility Invests to Expand Jet Engine Production

North Carolina Governor Roy Cooper tours GE Aviation’s Asheville, NC, facility

A world-leading provider of jet and turboprop engines, components, and integrated systems recently announced investments to expand its production facilities at two of its North Carolina locations.

GE Aviation, which designs its products for commercial, military, business, and general aviation aircraft, reported that 131 jobs will be created at its Asheville facility and 15 positions at its West Jefferson manufacturing plant, investments totaling $105M to increase production of jet engines and components.

Michael Meguiar, Asheville Plant Leader

“We are very pleased to continue expanding our GE Aviation business in Asheville,” said Michael Meguiar, Asheville Plant Leader. “We continue to build on a great workforce, culture, and community that supports advanced manufacturing jobs in Western North Carolina. This merging of technology and a strong, creative workforce is the foundation of our success. Our site continues to grow as we win components for our next generation of engines such as the GE9X and the CFM LEAP. I’m very proud of the technology advances and the continued competitiveness that our teams have been able to demonstrate.”

GE Aviation also operates a component manufacturing facility in Wilmington and an engine assembly plant in Durham. The Asheville CMC plant, opened in 2014, was the company’s first site to mass produce CMC components for jet engines.

 

NC Aviation Facility Invests to Expand Jet Engine Production Read More »

Vacuum Brazing, Quench and Temper Furnaces Part of Heat Treat Expansion

A Polish heat treatment provider recently announced the startup of vacuum brazing processes at its newest plant in Kalisz for the power generation and aerospace industry. The new facility houses vacuum furnaces as well as borescopes, spectrometer, welding systems, hardness testers, selective plating equipment and a sandblasting cabinet.

In addition, Hauck Heat Treatment has invested in the installation of new heat treatment equipment at their Dzierżoniów location, including new sealed quench furnaces (batch size 910mm x 760mm x 1220mm), one tempering furnace and one endogas generator.

The company also reported that its services to the Eastern European market have expanded with the addition of thermo-chemical treatment, carbonitriding.

 

Vacuum Brazing, Quench and Temper Furnaces Part of Heat Treat Expansion Read More »

Heat Treating Used in Restoration of Historic Aircraft

 

Sources: Metlab Heat Treating, DELTA H Technologies

 

A USAF C-69, the military version of the Constellation

In the aerospace industry, heat treating is an essential step in the manufacturing process. Stress reduction on metal parts to improve the strength and fatigue life of aircraft components is critical to ensure parts stand up to the demands and specifications of aerospace applications. Every aircraft we see in the sky today contains precision-made parts and systems that have undergone heat treatment, whether it’s engine brackets, landing gear, bearings, gears and rods, fuselage, frame parts, brakes, or cooling systems.

Sometimes, however, those involved in modern heat treating processes, such as Metlab, based in Wyndmoor, Pennsylvania, and DELTA H Technologies, LLC, located in Carroll, Ohio, also expand their capabilities and apply their expertise to heat treating parts of historic aircraft in order to restore them to their former glory.

Lockheed L1649A “Super Star”

A DELTA H heat treating system is now being used in a project to make a Lockheed Constellation airworthy. The science of heat treating has not changed, therefore, a state of the art heat treating system is fulfilling the requirement to repair damaged antique aircraft and parts. Using the DELTA H heat treating system to make this aircraft flight-worthy ensures that the aircraft will be in compliance with AMS2750E.

The Lockheed Constellation is an important piece of U.S. aviation history, a plane used for civilian and military transport, as well as a presidential aircraft for U.S. President Dwight D. Eisenhower.

Read more: “DELTA H Heat Treating System Used to Restore Historic Plane”

Ryan ST-A (Aerobatic) training aircraft circa. 1934

Classic Metalcraft recently turned to Metlab for the heat treatment of a newly fabricated structural bulkhead for a Ryan ST-A historic aircraft (circa.1934). Ryan Sport Trainers were the aircraft of choice for sport pilots, flying schools, and the military of other countries.

“The most difficult part that needed to be fabricated was the #2 bulkhead,” said David Paqua of Classic Metalcraft. “Not only is it tough to replicate without heavy pressing equipment, but it requires heat treating by a knowledgeable firm to prevent distortion.”

Bulkhead component prior to heat treating

The bulkhead component is a structural piece fabricated with 4130 steel and located just forward of the instrument cluster, where it bears significant stress. Metlab’s heat treating capabilities ensured that the shape integrity of the part was maintained as well as the aerodynamic characteristics of the aircraft.

Read more: “Airplane Bulkhead Component Heat Treating”

Heat Treating Used in Restoration of Historic Aircraft Read More »

Researchers Develop Process for Lightweight Metals Bond With Heat Treat

Aluminium stud meets steel sheet IPH researchers have already succeeded in creating a form-fit connection. Now they want to realize a material bond between the two parts. (Photo: IPH)

Groundbreaking research on a forging process in Hanover, Germany, has taken place in which bulk aluminum parts can be bonded with steel sheets during the forming process, eliminating the usual joining step. This would contribute to a faster and more efficient production of load-optimized components.

The Institute of Welding and Machining (ISAF) of TU Clausthal cooperated with the Institut für Integrierte Produktion Hannover (IPH) gGmbH in releasing their joint research aiming to be the first to combine two lightweight materials and construction approaches to make the process more efficient. The project, known as hybrid compound forging, focused on the challenge of integrating steel and aluminum with a third material to avoid brittle intermetallic phases.

The researchers’ idea is to form and join a steel sheet and a solid aluminum stud in one process step. In the past, the individual parts have been formed first and then joined in a second step, for example using stud welding. The idea of hybrid compound forging is to eliminate the subsequent joining step.

Hybrid compound forging The novel lightweight production process firmly bonds bulk aluminium parts to steel sheets – already during the forming process without an extra joining step. (Photo: IPH)

Since aluminum has a considerably lower melting point than steel, the joint forming process is more complicated. Moreover, the mixing of steel and aluminum creates brittle intermetallic phases, a material bond which is not strong enough and thus unsuitable for car manufacture. For this reason, the researchers employ zinc-plated steel sheets and aluminum studs: Zinc firmly bonds to aluminum as well as to steel without creating brittle phases.

Within the scope of the research project, the researchers are tasked with determining the most suitable process conditions – i.e. optimal temperature, pressure and speed for successfully forming and joining the two parts. They also try to identify the suitability of the novel process with respect to different types of sheet thicknesses and stud shapes and to determine the joining zone’s capacity to withstand load as well as the machinability of the hybrid part after joining. The researchers have already succeeded in combining sheet and bulk metal parts of different materials in one single forming step – but only as a prototypic form-fit connection between steel sheet and aluminum stud. In the current research project “Hybrid Compound Forging”, the researchers are going for a material bond using zinc as filler material which also offers advantages as to contact corrosion in the steel-aluminum material combination.

In the future, hybrid compound forging could be used in the automotive and aerospace industry to produce components, such as longitudinal beams, tail lamp mounts or cargo tie-down rings.

Researchers Develop Process for Lightweight Metals Bond With Heat Treat Read More »

Aeronautic Supplier Purchases Sintering Ovens

A new sintering line suitable for PTFE insulation has been designed and installed by a manufacturer for a producer of aeronautic cables. This machine is suitable for the thermal treatment of the insulation on conductors with diameter 1-7 inches.

In order to guarantee the uniformity of the process, WTM, which specializes in the application of materials for aircraft and aerospace cables and devices particular attention, focused on the definition of the temperature profile to be applied to the cable passing through the sintering ovens. Considering the maximum cable dimension, WTM, which is located in Austria and Italy opted for the induction preheating in the first part of the equipment. The sintering process occurs successively by means of three infrared ovens, equipped with independent control zones, each of them with a maximum temperature of 1022°F.

Aeronautic Supplier Purchases Sintering Ovens Read More »

Ptera’s Wings Fold In-Flight with Shape-Memory Alloy

From the wheels of the Mars Curiosity robot to aircraft wings that can fold to different angles while in the air, NASA's Glenn Research Center in Cleveland is expanding the applications for a newly developed alloy that can "remember" and return to its original shape.

In December, Heat Treat Today reported on tires made from heat-treated, shape-memory alloy that results in a woven-mesh metal to provide NASA’s Curiosity robot an easier ride across the rough terrain of Mars. Earlier in January, NASA announced the recent flight series of Ptera, an aircraft with specially made wings meant to improve aerodynamics. The test maneuvers, which took place at NASA’s Armstrong Flight Research Center in California, were part of the Spanwise Adaptive Wing project, or SAW, which aims to validate the use of a cutting-edge, lightweight material to be able to fold the outer portions of aircraft wings and their control surfaces to optimal angles in flight, resulting in multiple in-flight benefits to to aircraft in the future, both subsonic and supersonic -- flying faster than the speed of sound.

SAW, which is a joint effort between Armstrong, NASA’s Glenn Research Center in Cleveland, or GRC, Langley Research Center in Virginia, Boeing Research & Technology in St. Louis and Seattle, and Area-I Inc. in Kennesaw, Georgia, intends to obtain a wide spectrum of aerodynamic benefits in flight by folding wings through the use of an innovative, lightweight material called shape memory alloy. This material is built into an actuator on the aircraft, where it has the ability to fold the outer portion of an aircraft’s wings in flight without the strain of a heavy hydraulic system. Systems with this new technology may weigh up to 80 percent less than traditional systems.

The Spanwise Adaptive Wing concept seeks to enhance aircraft performance through allowing the outboard portions of wings to adapt, or fold, according to different flight condition demands. NASA engineers believe this could create lateral-directional stability and reduce drag. Credits: NASA

The recent series of flight tests at Armstrong successfully demonstrated the material’s application and use by folding the wings between zero and 70 degrees up and down in flight. The shape memory alloy is triggered by temperature and works by using thermal memory in a tube to move and function as an actuator. Upon being heated, the alloy would activate a twisting motion in the tubes, which ultimately moves the wing’s outer portion up or down.

During the SAW test flights, which included long legs of flight in which the necessary maneuvers for the research could be done, onboard controllers heated and cooled the SAW actuators, folding the wing panels to different angles between zero and 70 degrees.

"We put the SAW technology through a real flight environment, and these flights not only proved that we can fly with this technology, but they validated how we went about integrating it," said SAW Principal Investigator Matt Moholt. "We will use the data from these flights to continue to improve upon the actuation system, including speed and smoothness of actually folding the wings, and we’ll apply them as we get ready to fly again in 2018."

 

Does anyone know the alloy being used in this application? If so, please email editor@HeatTreatToday.com, and we’ll repeat your answer to our entire audience once we receive it.

Heat Treat Today's report on memory shape tires: "NASA Reinvents Wheel: Heat Treated, Shape-Memory Tires"

NASA’s news release and related videos: "NASA Tests New Alloy to Fold Wings in Flight"

The NASA flight test, posted at NASA Armstrong Flight Research YouTube channel:

 

Ptera’s Wings Fold In-Flight with Shape-Memory Alloy Read More »