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Article
Publication date: 1 August 1939

C.H. Plock

IN aircraft construction and other industries using kindred materials, it is usual before the final riveting to clamp constructional parts made of sheet‐metal; especially when…

60

Abstract

IN aircraft construction and other industries using kindred materials, it is usual before the final riveting to clamp constructional parts made of sheet‐metal; especially when they are to be finished off in series. The parts are then taken out of the jig coupled together, so that they cannot shift out of place. Then as they are riveted the temporary clamps are taken out one by one.

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Aircraft Engineering and Aerospace Technology, vol. 11 no. 8
Type: Research Article
ISSN: 0002-2667

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Article
Publication date: 1 September 1941

C.H. Plock

IN airframes of all‐metal construction an exceedingly important part is played by the riveting; e.g. no fewer than 250,000 rivets arc needed for the construction of a Focke‐Wulf…

95

Abstract

IN airframes of all‐metal construction an exceedingly important part is played by the riveting; e.g. no fewer than 250,000 rivets arc needed for the construction of a Focke‐Wulf “Condor.” It will be understood therefore why, with the increasing demands being made on the rate of aircraft production, the question of riveting methods receives such special attention. The object is, to save man‐hours, and thus to increase the rate of production.

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Aircraft Engineering and Aerospace Technology, vol. 13 no. 9
Type: Research Article
ISSN: 0002-2667

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Article
Publication date: 1 October 1940

J.H.S.

THIS article is the first of a short series which is intended to summarize and, to some extent, correlate the methods used in the production of several well‐known types of modern…

29

Abstract

THIS article is the first of a short series which is intended to summarize and, to some extent, correlate the methods used in the production of several well‐known types of modern aeroplanes. Particular attention will be paid to the methods of the Germans, not in order to publicize them (which they are more than able to do for themselves), but in order that all that is of merit may be gleaned from their work.

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Aircraft Engineering and Aerospace Technology, vol. 12 no. 10
Type: Research Article
ISSN: 0002-2667

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Article
Publication date: 1 June 1941

W.J. Goodey

THE mathematically exact determination of the stress distribution in a two‐spar skin‐covered wing is, in the present state of knowledge, an impossibility, and is in fact quite…

89

Abstract

THE mathematically exact determination of the stress distribution in a two‐spar skin‐covered wing is, in the present state of knowledge, an impossibility, and is in fact quite unnecessary, since only a reasonable approximation is required. The theory outlined in this article will, it is hoped, give a reasonable approximation for a reasonable amount of work, while taking into account as many variables as possible.

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Aircraft Engineering and Aerospace Technology, vol. 13 no. 6
Type: Research Article
ISSN: 0002-2667

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Article
Publication date: 1 September 1939

A. Mathisen

THE problem of preventing and extinguishing fires upon aircraft has for many years received the attention of Government Departments and aviators and. as the Aeronautical Research…

36

Abstract

THE problem of preventing and extinguishing fires upon aircraft has for many years received the attention of Government Departments and aviators and. as the Aeronautical Research Committee Reports and Memoranda Nos. 691, 795 and 796 officially published by the Air Ministry show, the British Air Ministry shortly after the Great War appointed a Fire Prevention Committee upon the suggestion of which experiments were carried out at the Royal Aircraft Establishment, Farnborough, with a view to discovering the principal causes of fire in aircraft, and with a view to developing means for combating the fire peril.

Details

Aircraft Engineering and Aerospace Technology, vol. 11 no. 9
Type: Research Article
ISSN: 0002-2667

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Article
Publication date: 1 January 1942

A. Von Zeerleder

THE heat‐hardened, so‐called “strong,” aluminium alloys such as Avional and Duralumin, require a special technique in making joints. In the common aircraft steels permanent joints…

58

Abstract

THE heat‐hardened, so‐called “strong,” aluminium alloys such as Avional and Duralumin, require a special technique in making joints. In the common aircraft steels permanent joints are usually made by welding, but this method is only applicable to hardened aluminium alloys to a limited extent, since the unavoidable heating of the joint may destroy the strength of the material—whether produced by annealing at 500 deg., quenching in cold water, and subsequent ageing at room temperature, or by artificial “ageing” at a temperature of about 150 deg. for several hours. Such loss of strength being usually undesirable, riveting must in the majority of cases be substituted for welding; although in recent practice spot welding has come into use, particularly for thin material up to about 1–5 mm. In that case, the heating is only quite local and of short duration, and the resulting loss of strength inconsiderable.

Details

Aircraft Engineering and Aerospace Technology, vol. 14 no. 1
Type: Research Article
ISSN: 0002-2667

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Article
Publication date: 25 April 2023

Veysel Erturun and Durmuş Odabaş

The purpose of this study is to investigate the microstructure of fretting wear behavior in 6061-T6 aluminum alloy. The fretting wear of blind riveted lap joints of 6061-T6…

122

Abstract

Purpose

The purpose of this study is to investigate the microstructure of fretting wear behavior in 6061-T6 aluminum alloy. The fretting wear of blind riveted lap joints of 6061-T6 aluminum alloy plates, which are widely used in aircraft construction, was investigated. Fretting damages were investigated between the contact surface of the plates and between the plate and the rivet contact surface.

Design/methodology/approach

Experiments were carried out using a computer controlled Instron testing machine with 200 kN static and 100 kN dynamic load capacity. Max package computer program was used for the control of the experiments. Fretting scars, width of wear scars, microstructure was investigated by metallographic techniques and scanning electron microscopy.

Findings

It was found that fretting damages were occurred between the plates contacting surface and between the plate and rivet contact surface. As load and cycles increased, fretting scars increased. Fretting wear initially begins with metal-to-metal contact. Then, the formed metallic wear particles are hardened by oxidation. These hard particles spread between surfaces, causing three-body fretting wear. Fretting wear surface width increases with increasing load and number of cycles.

Originality/value

The useful life of many tribological joints is limited by wear or deterioration of the fretting components due to fretting by oscillating relative displacements of the friction surfaces. Such displacements are caused by vibrations, reciprocating motion, periodic bending or twisting of the mating component, etc. Fretting also tangibly reduces the surface layer quality and produces increased surface roughness, micropits, subsurface microphone.

Details

Aircraft Engineering and Aerospace Technology, vol. 95 no. 8
Type: Research Article
ISSN: 1748-8842

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Article
Publication date: 7 February 2023

Mustafa Soylak and Veysel Erturun

The purpose of this study is to examine the effect of the rivet heads formed on the rivet strength by an experimental study if the bucking bar used in the forged rivet application…

71

Abstract

Purpose

The purpose of this study is to examine the effect of the rivet heads formed on the rivet strength by an experimental study if the bucking bar used in the forged rivet application includes gaps with different angles.

Design/methodology/approach

0.81 (0.032”) mm thick 2024 T3 sheets were used for the rivet joints. AD 2117 T4 forged rivets with a diameter of 3.2 mm (0.125″, 1/8″) are used for the joints. The special bucking bars (sidewall intersection angles of flat, 40°, 60° and 80°) were manufactured for the riveting process. To determine the mechanical properties of the prepared samples, cross-tension and tensile-shear tests were performed on a universal tensile testing machine.

Findings

As a result of the tensile-shear tests and cross-tensile, use of an 80 degrees bucking bar instead of rivets with a flat bucking bar increases the strength of the joint by approximately 20%. There is no systematic change in elongation. The results of tensile-shear and cross-tensile tests showed that forging rivets by special bucking bars have a significant effect on joint strength.

Originality/value

Increase in strength will require the use of thinner sheet metal and smaller rivets to achieve the same strength. This will reduce the weight of the aircraft. Weight reduction also means less fuel consumption and more economical flight. This increase in strength is a very important scientific achievement.

Details

Aircraft Engineering and Aerospace Technology, vol. 95 no. 6
Type: Research Article
ISSN: 1748-8842

Keywords

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Article
Publication date: 1 June 1991

Howard Johnson

“Companies, particularly those which sell goods or services direct to the public, regard their trade marks (whether brand names or pictorial symbols) as being among their most…

691

Abstract

“Companies, particularly those which sell goods or services direct to the public, regard their trade marks (whether brand names or pictorial symbols) as being among their most valuable assets. It is important therefore for a trading nation such as the United Kingdom to have a legal framework for the protection of trade marks which fully serves the needs of industry and commerce. The law governing registered trade marks is however fifty years old and has to some extent lost touch with the marketplace. Moreover it causes some of the procedures associated with registration to be more complicated than they need be.” This introductory paragraph to the Government's recent White Paper on “Reform of Trade Marks Law” indicates that reform is in the air. The primary pressure for reform has emanated from Brussels with the need to harmonise national trade mark laws before the advent of the Single European market on 1st January 1993. To this end the Council of Ministers adopted a harmonisation directive in December 1988 which must be translated into the national laws of member states by 28th December 1991.

Details

Managerial Law, vol. 33 no. 6
Type: Research Article
ISSN: 0309-0558

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Article
Publication date: 1 February 1975

P.B. Shibad and J. Balachandra

Ti and its alloys with Hf additions up to 50% (by weight) have been subjected to corrosion in organic acids and their mixtures, and 3% NaCl, 5% NaOH solutions under boiling…

40

Abstract

Ti and its alloys with Hf additions up to 50% (by weight) have been subjected to corrosion in organic acids and their mixtures, and 3% NaCl, 5% NaOH solutions under boiling conditions for their performance by weight change measurements. These alloys are found to be unaffected in boiling 3% NaCl and 5% NaOH solutions. Amongst titanium and Ti‐Hf alloys, Ti 50%‐Hf 50% behaves the best in the acids and their mixtures with the exception of HNO3. Correlation between polarisation characteristics and dissolution rates in boiling acids is seen only in 20% ortho H3PO4.

Details

Anti-Corrosion Methods and Materials, vol. 22 no. 2
Type: Research Article
ISSN: 0003-5599

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