Laboratory

 Experiment  4  

Mohd  Ashraf  Mohd  Ismail  

 

Name : Mohammed Ashraf Bin Mohammed Ismail

Student No: N0806406
Contact No: 98225529
Date Submitted:
Lab. : Effects of Pressurisation on Aircraft Fuselage
Course Instructor: Mr Roger Chua
   
Table of Contents

ABSTRACT .................................................................................................................. 3

INTRODUCTION ......................................................................................................... 4

OBJECTIVES................................................................................................................ 5

EXPIREMENT PROCEDURE ..................................................................................... 6

EXPIREMENT RESULT.............................................................................................. 7
TEST 1................................................................................................................... 7
Horizontal Comparison.......................................................................................... 8
Vertical Comparison.............................................................................................. 9

Investigation and Analysis........................................................................................... 10

Discussion of Result .................................................................................................... 11

REFERENCE .............................................................................................................. 13

APPENDIX.................................................................................................................. 14
APPENDIX I ....................................................................................................... 14
APPENDIX II...................................................................................................... 16
APPENDIX III..................................................................................................... 17
 

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Abstract
In this experiment, our objective it to compare and investigate the effects of cabin
pressurization on a scaled down cabin fuselage and it’s windows using 3 different
types of aluminum. This experiment can be used to compare the stress and strain
effects. We will be using the 3 most commonly used aluminum which are 1) AL 7075
(2) AL 2024 (3) AL 5052.

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Introduction

“WE HUMANS NEED AIR TO LIVE, so we do best around sea level.

Airplanes are at their best up high, where the air is thin and smooth. And
therein lies the rub: We invented a machine that thrives where we don’t.”[1]

Today most commercial aircraft are cruising altitudes that can reach
upwards of 40,000 feet but unfortunately the human body can’t breath air at
such high altitude therefore the cabin is needed to be pressurized at a much
lower altitude

Effects of no cabin pressurization include hypoxia, altitude sickness

decompression sickness barotraumas, unconsciousness and even death in
prolonged situation.

A good analogy for explaining how cabin pressurization works is that is

compressed air is pumped into the cabin just like a balloon and maintaining a
specific pressure(around 8000 feet(1,572 pounds per square foot or 75
kilopascals)). Just like a balloon if there is not exit point while more air is being
pumped in, it will EXPLODE; therefore some air is exited at the outflow valve.
A more detailed explanation on how cabin pressurization is found at
(Appendix I)

The aircraft structure especially the skin is subject to constant expansion and
contraction force (Stress and Strain). It must also maintain the shape and not
collapse under metal fatigue.

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Objectives
From the different types of aluminum experiment we were able to :

1. Compare the Circumferential and Longitudinal Stress

a. Horizontal and Vertical (stress) with window

b. Horizontal and Vertical (stress) without window

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Experimental Procedure

Dimension of scaled down fuselage is 700mm outside diameter

Skin Thickness is 1mm throughout and 2mm at the back

3 different types of Aluminum used

• AL 2024

• AL 5052

• AL 7075

Procedure of the experiment:

1. Connect the inlet pressure hose to the air supply.

2. Make sure to close the outflow valve.

3. Click on the Zero button when graph and numeric reading start indicating

4. Take the initial 0 pressure reading

5. Increase the pressure by pumping 20 times at moderate speed.

6. Record and tabulate result

7. Repeat step 6 and 7 until all 12 reading are obtained.

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Experiment Result

 
Figure  1

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Horizontal Comparison

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Vertical Comparison

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 Investigation And Analysis

1) Based on the result from the table analyze the data with Microsoft excel to
determine:

a) The material that experience the least amount of strain

From the graph above it shows that material AL 2024 has the least amount of
strain compared with the other material

b) The side of the cabin, which experiences less strain: The window or no
window side?

The one without the window experience less strain because there is no shape /
hole in which the material has more space to expand or contract.

2) Using the data obtained as well as graphs you have plotted, answer the following
question?

a) Which material has the highest tensile strength? State which area of the
aircraft it is ideal to be used on

Highest Tensile strength means is has the ability to ‘stretch the most’ without
causing any permanent deformation. AL 7075 has the highest tensile strength
and is mostly used on the main structure of the fuselage.

b) Explain the stresses different for each material?

Rarely is anything being made with pure aluminum. Alloy is often being used
and the composition of other element such as copper, zinc, titanium might
vary. Different composition of other elements can affect, the tolerance of
stress. Heat treatment of the aluminum can affect the microstructure and
atomic bonding which will also affect the different stress tolerance.

c) What is the relation between the pressure applied and stress experience?

The more the pressure applied the more the material will expand and
increase the stress applied on the material.

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 Discussion of Result

1) Name the 3 Primary types of fuselage design structure and briefly describe
them?

Truss - The truss is a simple skeletal structure. Truss is a structure comprising

one or more triangular units constructed with straight slender members whose
ends are connected at joints. Mostly used in building construction ( and also
bridges. They can carry both tension and compression loading

Monocoque Design - Is a construction technique that supports structural load

using an object's external skin. They are lightweight but not structurally strong
Semi – Monocoque design – Simple analogy is just like our torso area where
our organs are protected by our rib cages. Instead of ribcages, there are
longerons, bulkheads frames, stringers and other structural members. The
aircraft skin are attached to these structure where they add strength and
rigidity. Used in most modern aircraft.

2) What is the primary load carrying structure and what material is it usually
made up of?
Wings are the primary load carrying structure and is usually made AL7075
because they are constantly under compressive or expansive stress due to
pressurization of cabin.

3) How are the aircraft loads transferred to the skin?

Frames- They provide fuselage the cross sectional shape and withstand
bending so the skin does not collapse under the differential pressure
Bulkheads- Reinforce heavy frames by beams and attached to by webs.
Positioned to where most stress is expected.
Stringers-Stringers often are not attached to anything but the skin. They
prevent the skin deforming under compression or torsion load
Longerons- Longerons often carry larger loads than stringers and also help to
transfer skin loads to internal structure which include the frames and
bulkheads

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 4) Name 2 reasons why Perspex is used for aircraft window instead of glass?
Withstand expansion and contraction better than glass. It is also much stronger
and can withstand impact better than glass. It is also lighter in density
compared to glass.(See appendix II)

5) State the 2 principal normal stress developed in the fuselage skin and briefly
describe each of them?
Fatigue Metal Stress where the skin is always under constant expansion and
torsion due to pressurization of cabin. Which include the circumferential stress
and longitudinal stress.

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Reference
1. http://www.airspacemag.com/flight-today/cit-larson.html
2. http://en.wikipedia.org/wiki/Cabin_pressurization
3. http://www.boeing.com/commercial/cabinair/index.html
4. www.b737.org.uk/pressurisation.htm (picture of outflow valve)
5. www.aerospaceweb.org/question/atmosphere/q0206a.shtml
6. http://www.allplastics.com.au/03/files/products/perspex/Perspexforgla
zingPXTD236.pdf

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Appendix I
http://www.boeing.com/commercial/cabinair/index.html

Cabin Air Systems

The cabin air system in today's jetliners is designed to provide a safe,
comfortable cabin environment at cruising altitudes that can reach upwards
of 40,000 feet.
At those altitudes, the cabin must be pressurized to enable passengers and
crew to breathe normally. By government regulation, the cabin pressure
cannot be less than the equivalent of outside air pressure at 8,000 feet.
Here's briefly how the system works:

Cabin Air System Operation

Pressurized air for the cabin comes from the compressor stages in the
aircraft's jet engines. Moving through the compressor, the outside air gets
very hot as it becomes pressurized. The portion drawn off for the passenger
cabin is first cooled by heat exchangers in the engine struts and then, after
flowing through ducting in the wing, is further cooled by the main air
conditioning units.
The cooled air then flows to a chamber where it is mixed with an
approximately equal amount of highly filtered air from the passenger cabin.
The combined outside and filtered air is ducted to the cabin and distributed
through overhead outlets.
Inside the cabin, the air flows in a circular pattern and exits through floor
grilles on either side of the cabin or, on some airplanes, through overhead
intakes. The exiting air goes below the cabin floor into the lower lobe of the
fuselage. The airflow is continuous and is used for maintaining a
comfortable cabin temperature. About half of the air exiting the cabin is
exhausted from the airplane through an outflow valve in the lower lobe,
which also controls the cabin pressure. The other half is drawn by fans
through special filters under the cabin floor, and then is mixed with the
outside air coming in from the engine compressors.
These high efficiency filters have similar performance to those filters used
to keep the air clean in hospitals. Such filters are very effective at trapping
microscopic particles such as bacteria and viruses.
Key Characteristics and Overall Effectiveness
There are several characteristics of the cabin air system that deserve special
emphasis:
Air circulation is continuous. Air is always flowing into and out
of the cabin.
Outside-air mixing replenishes the cabin air constantly. The
outside-air content keeps carbon dioxide and other contaminants well
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 within standard limits and replaces oxygen far faster than the rate at
which it is consumed.
There are multiple factors associated with the aircraft cabin environment
that can influence comfort. Symptoms occasionally reported by passengers
and crew, including headache and fatigue, can be caused by complex
interactions of factors including the individual's health, jet lag, medications,
alcohol consumption and motion sickness in combination with factors such
as cabin altitude effects and low humidity. Boeing supports industry efforts
to develop a better understanding of how these factors interact
Differences Between Older and Newer Cabin Air Systems
Engines that produced all or most of their thrust directly from the engine
core powered early-generation jetliners. Air extracted from the compressor
in these older aircraft provided the cabin with 100 percent outside air with
only a modest impact on fuel economy. But by today's standards, the
engines themselves were very noisy, emitted much higher levels of
pollutants into the atmosphere and were much less fuel-efficient.
By contrast, most newer jetliners are powered by high-bypass-ratio fan
engines which are much quieter, much cleaner burning, more powerful and
much more efficient. At the front end of this engine type is a large-diameter
fan, which is powered by the core. The fan moves a large volume of air past
the core rather than through it, and actually generates most of the thrust.
Every unit of pressurized air extracted from the engine core has the effect of
reducing fan thrust by an even greater amount, and that degrades fuel
efficiency more severely on this type of engine than on the older type. By
providing the cabin with a mixture of about 50 percent outside air taken
from the compressor and 50 percent recirculated air, a balance has been
achieved that maintains a high level of cabin air quality, good fuel efficiency
and less impact to our environment.
However, that's only part of the rationale for the current design of cabin air
systems. Cabin air is typically quite dry at cruise altitudes. With 50 percent
recirculation, the cabin is provided with at least a modest level of humidity in
newer jetliners compared to the very low levels in earlier models.

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Appendix II
http://www.allplastics.com.au/03/files/products/perspex/PerspexforglazingPXTD236.pdf

INTRODUCTION
For many years PERSPEX™acrylic sheet has been used as a glazing
material, firstly for aircraft canopies and then for a wide variety of
architectural and industrial applications which take advantage of its
outstanding properties:
Exceptional light transmission with no inherent edge colour.
Clear PERSPEX™transmits 92% of all visible light. No other
product offers better light transmission – not even glass!
Excellent resistance to outdoor weathering.
We offer a ten year weathering guarantee on the outdoor
performance of standard PERSPEX™sheet. No significant
change in visual appearance nor physical performance will take
place during ten years outdoors.
High gloss, hard surface.
PERSPEX™is one of the hardest thermoplastics and remains
aesthetically attractive for much longer than many other plastic
sheet products.
Good thermoformability.
PERSPEX™is easy to thermoform with low cost tooling leading to
cost effective production.
Easy to clean.
The high gloss surface of PERSPEX™makesit easy to clean,
keeping maintenance costs to a minimum.
High service temperature.
PERSPEX™has a maximum service temperature of 80-85°C
minimising the risks of thermal distortion in service.
Safety.
Standard PERSPEX™is 5 times stronger than float glass and the
PERSPEX™Impact Modified grades many times better again. It is
internationally recognised as a safety glazing material meeting the
requirements of ANSI Z.97 and BS 6262. Standard 3 mm
PERSPEX™is rated Class C to BS 6206 impact test and Class A
for 8 mm and above thicknesses.
Low density.
PERSPEX™is half the weight of an equivalent glass panel and is
more easily transported, installed and supported.
Clear, tints and opal colours.
PERSPEX™is available in a wide range of transparent tints and
opal colours giving maximum design freedom.
Cold Bending.
PERSPEX™can be readilycold bent to allow the installation of
continuous rooflighting. Aminimum cold bend radius of 200 times
the thickness is possible with cast sheet and 300 times for the
extruded grades.

1.
Recyclability.
PERSPEX™is fully recyclable.
For further information please refer to the PERSPEX™guarantee
available from your local PERSPEX™Sales office.

16   Introduction  to  Aerospace  Engineering  Lab  4  

 
Appendix III

Aluminium alloys used in aircraft

construction. Boeing Aircraft Co. (n.d.).Seattle

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Main Outflow Valve

Controlled by the pressurisation system. Regulates the cabin pressure by

adjusting the outflow of cabin air.
Early outflow valves (shown here) opened into the fuselage.

Later outflow valves opened out from the fuselage.

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From Dec 2003 onwards, the main outflow valve was given teeth to reduce
aerodynamic noise. Its frightening appearance should also help to deter
people from putting their hands in the opening.

Pressure (Safety) Relief Valves

These two valves, located above and below the main outflow valve, protect
the aircraft structure against overpressure if the pressurisation control system
fails. they are set at Originals 8.5psi, Classics: 8.65psi , NG's: 8.95psi.

Negative Pressure Relief Valve

Prevents vacuum damage to aircraft during a rapid descent. It is a spring

loaded flapper valve that opens inwards at -1.0psid. You can check this on a
walkaround by pressing it in like a letterbox.

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Flow Control Valve (Classic) / Overboard Exhaust Valve(NG)

Open on the ground (check this on a walkaround) to provide E&E bay cooling
and also in-flight at less than 2psi differential pressure. You can often hear
this valve opening on descent when the differential pressure passes 2psi. The
OEV also opens when the recirculation fan (R recirc fan on the 8/900) is
switched off to assist in smoke clearance.

Strictly speaking, this is an exhaust port. The actual Flow Control Valve /
Overboard Exhaust Valve is located further upstream.

Forward Outflow Valve - Classics only

This is is a vent for the E & E bay air after it has been circulated around the
forward cargo compartment when in-flight (The E & E bay air is exhausted
from the flow control valve when in the ground). The valve opens when the
recirculation fan (R recirc fan on the 400) is off (smoke clearance mode) or

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when the main outflow valve is not completely closed (ie low diff pressure). It
is located just below and aft of the fwd passenger door.

Note the NG's do not have a FOV. In-flight, equipment air is circulated around
the forward cargo compartment and discharged from the main  outflow  valve  

Regulations specify that the air pressure in the cabin of a

commercial airliner must not be lower than that found at an
altitude of 8,000 ft (2,438 m). The pressure at this altitude is
1,572 pounds per square foot or 75 kilopascals. This pressure is
only about 75% that found at sea level, which is 2,116 psf (101
kPa).

Changes in atmospheric properties with altitude

This pressure was chosen for two reasons. First, the skin of the
aircraft is designed to maintain its shape given the difference in
pressure internal and external to the cabin. Aircraft
manufacturers want to keep that difference as small as possible
because it reduces the amount of structure needed to maintain
the integrity of the aircraft's shape. The less structure required,
the lighter and less expensive the plane will be.

Ideally, the internal and external pressures would always be

equal to minimize the structural weight. However, the pressure
cannot be too low or passengers could suffer from altitude
sickness or pass out from oxygen deprivation. Most cases of
altitude sickness occur at altitudes greater than 10,000 ft (3,050
m) and oxygen deprivation is typically not a concern below
14,000 ft (4,265 m).

The altitude of 8,000 ft was chosen as a tradeoff to satisfy these

two requirements. The pressure at this altitude is low enough
that it significantly reduces the amount of structure needed to

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 maintain the plane's shape yet high enough that it prevents
altitude sickness among the passengers. The pressure on a
specific aircraft may vary as different manufacturers offer
different environmental systems aboard their planes. In general,
most airlines maintain an internal pressure comparable to that
found at 6,000 to 8,000 ft (1,830 to 2,440 m). The pressure will
obviously increase at lower altitudes to equalize with the
external pressure encountered at takeoff and landing.

Aluminum Alloy 5052

Typica Typica Mecha
Availa l l nical Fabric
ble Chemi Charact Applic Proper ation
Shapes stry eristcs ations ties Guide
Available Shapes

5052 is available in Coil, Plate and Sheet.

- Top -

Typical Chemistry (% Maximum unless shown as a range)

Cu Si + Fe Mn Mg Zn Cr Al

0.15 /
0.10 0.45 0.10 2.2 / 2.8 0.10 0.35 Balance

- Top -

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 Characteristics

5052 is one of the higher strength non-heat-treatable alloys. It

has a high fatigue strength and is a good choice for structures
subjected to excessive vibration. The alloy has excellent
corrosion resistance, particularly in marine atmospheres. The
formability of the grade is excellent and in the annealed
condition it offers higher strengths than 1100 or 3003 grades.
- Top -

Typical Applications

5052 is often used in high strength sheet metal work, marine

components, appliances, fuel and oil tubing.
- Top -

Mechanical Properties

Elongati Brinell
Tensile Strength Yield Strength on Hardness

% in 2"
ksi MPa ksi MPa (50mm)

5052-0 28.0 196 13.0 91 25 47

5052-
H32 33.0 231 28.0 196 12 60

5052-
H34 38.0 266 31.0 217 10 68

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- Top -

Fabrication Guide

Weldability

Corrosio
n
Resistan Formab Machin
ce ility ability Mpa TIG Resist.

5052-0
A A D A A B
5052-
H14
A B C A A A
5052-
H18
A B C A A A

Aluminum 2024-O

Subcategory: 2000 Series Aluminum Alloy; Aluminum Alloy; Metal; Nonferrous

Metal

Close Analogs:

Composition Notes:
A Zr + Ti limit of 0.20 percent maximum may be used with this alloy designation for
extruded and forged products only, but only when the supplier or producer and the
purchaser have mutually so agreed. Agreement may be indicated, for example, by
reference to a standard, by letter, by order note, or other means which allow the Zr +

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Ti limit.
Aluminum content reported is calculated as remainder.
Composition information provided by the Aluminum Association and is not for
design.

Key Words: Aluminium 2024-O; UNS A92024; ISO AlCu4Mg1; NF A-U4G1

(France); DIN AlCuMg2; AA2024-O, ASME SB211; CSA CG42 (Canada)

Component Wt. %

Al 90.7 - 94.7
Cr Max 0.1
Cu 3.8 - 4.9
Fe Max 0.5
Component Wt. %

Mg 1.2 - 1.8
Mn 0.3 - 0.9
Other, each Max 0.05
Other, total Max 0.15
Component Wt. %

Si Max 0.5
Ti Max 0.15
Zn Max 0.25
Material Notes:
General 2024 characteristics and uses (from Alcoa): Good machinability and surface
finish capabilities. A high strength material of adequate workability. Has largely
superceded 2017 for structural applications. Use of 2024-O not recommended unless
subsequently heat treated.

Uses: Aircraft fittings, gears and shafts, bolts, clock parts, computer parts, couplings,
fuse parts, hydraulic valve bodies, missile parts, munitions, nuts, pistons, rectifier

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parts, worm gears, fastening devices, veterinary and orthopedic equipment, structures.

Data points with the AA note have been provided by the Aluminum Association, Inc.
and are NOT FOR DESIGN.

Physical Properties Metric English Comments

Density 2.78 g/cc 0.1 lb/in³ AA; Typical

Mechanical Properties

Hardness, Brinell 47 47 AA; Typical; 500 g load; 10 mm ball

Ultimate Tensile Strength 186 MPa 27000 psi AA; Typical
Tensile Yield Strength 75.8 MPa 11000 psi AA; Typical
Elongation at Break 20 % 20 % AA; Typical; 1/16 in. (1.6 mm) Thickness
Elongation at Break 22 % 22 % AA; Typical; 1/2 in. (12.7 mm) Diameter
Modulus of Elasticity 73.1 GPa 10600 ksi AA; Typical; Average of tension
and compression. Compression modulus is about 2% greater than tensile modulus.
Ultimate Bearing Strength 345 MPa 50000 psi Edge distance/pin
diameter = 2.0
Bearing Yield Strength 131 MPa 19000 psi Edge distance/pin
diameter = 2.0
Poisson's Ratio 0.33 0.33
Fatigue Strength 89.6 MPa 13000 psi AA; 500,000,000 cycles
completely reversed stress; RR Moore machine/specimen
Machinability 30 % 30 % 0-100 Scale of Aluminum Alloys
Shear Modulus 28 GPa4060 ksi
Shear Strength 124 MPa 18000 psi AA; Typical

Electrical Properties

Electrical Resistivity 3.49e-006 ohm-cm 3.49e-006 ohm-cm AA; Typical at

68°F

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Thermal Properties

CTE, linear 68°F 23.2 µm/m-°C 12.9 µin/in-°F AA; Typical; Average over 68-
212°F range.
CTE, linear 250°C 24.7 µm/m-°C 13.7 µin/in-°F Average over the range 20-
300ºC
Specific Heat Capacity 0.875 J/g-°C 0.209 BTU/lb-°F
Thermal Conductivity 193 W/m-K 1340 BTU-in/hr-ft²-°F AA; Typical at
77°F
Melting Point 502 - 638 °C 935 - 1180 °F AA; Typical range based on typical
composition for wrought products 1/4 inch thickness or greater. Eutectic melting is
not eliminated by homogenization.
Solidus 502 °C 935 °F AA; Typical
Liquidus 638 °C 1180 °F AA; Typical

Processing Properties

Annealing Temperature 413 °C 775 °F

Solution Temperature 256 °C 493 °F

Aluminum 5052-O

Subcategory: 5000 Series Aluminum Alloy; Aluminum Alloy; Metal; Nonferrous

Metal

Close Analogs:

Composition Notes:
Aluminum content reported is calculated as remainder.

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Composition information provided by the Aluminum Association and is not for
design.

Key Words: UNS A95052; ISO AlMg2.5; Aluminium 5052-O; AA5052-O

Component Wt. %

Al 95.7 - 97.7
Cr 0.15 - 0.35
Cu Max 0.1
Fe Max 0.4
Component Wt. %

Mg 2.2 - 2.8
Mn Max 0.1
Other, each Max 0.05
Component Wt. %

Other, total Max 0.15

Si Max 0.25
Zn Max 0.1
Material Notes:
Data points with the AA note have been provided by the Aluminum Association, Inc.
and are NOT FOR DESIGN.

Physical Properties Metric English Comments

Density 2.68 g/cc 0.0968 lb/in³ AA; Typical

Mechanical Properties

Hardness, Brinell 47 47 AA; Typical; 500 g load; 10 mm ball

Ultimate Tensile Strength 193 MPa 28000 psi AA; Typical

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Tensile Yield Strength 89.6 MPa 13000 psi AA; Typical
Elongation at Break 25 % 25 % AA; Typical; 1/16 in. (1.6 mm) Thickness
Elongation at Break 30 % 30 % AA; Typical; 1/2 in. (12.7 mm) Diameter
Modulus of Elasticity 70.3 GPa 10200 ksi AA; Typical; Average of tension
and compression. Compression modulus is about 2% greater than tensile modulus.
Ultimate Bearing Strength 345 MPa 50000 psi Edge distance/pin
diameter = 2.0
Bearing Yield Strength 131 MPa 19000 psi Edge distance/pin
diameter = 2.0
Poisson's Ratio 0.33 0.33
Fatigue Strength 110 MPa 16000 psi AA; 500,000,000 cycles
completely reversed stress; RR Moore machine/specimen
Machinability 30 % 30 % 0-100 Scale of Aluminum Alloys
Shear Modulus 25.9 GPa 3760 ksi
Shear Strength 124 MPa 18000 psi AA; Typical

Electrical Properties

Electrical Resistivity 4.99e-006 ohm-cm 4.99e-006 ohm-cm AA; Typical at

68°F

Thermal Properties

CTE, linear 68°F 23.8 µm/m-°C 13.2 µin/in-°F AA; Typical; Average over 68-
212°F range.
CTE, linear 250°C 25.7 µm/m-°C 14.3 µin/in-°F Average over the range 20-
300ºC
Specific Heat Capacity 0.88 J/g-°C 0.21 BTU/lb-°F Estimated from
trends in similar Al alloys.
Thermal Conductivity 138 W/m-K 960 BTU-in/hr-ft²-°F AA; Typical at 77°F
Melting Point 607 - 649 °C 1125 - 1200 °F AA; Typical range based on
typical composition for wrought products 1/4 inch thickness or greater
Solidus 607 °C 1125 °F AA; Typical

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Liquidus 649 °C 1200 °F AA; Typical

Processing Properties

Annealing Temperature 343 °C 650 °F holding at temperature not required

Hot-Working Temperature 260 - 510 °C 500 - 950 °F

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Aluminum 7075-O

Subcategory: 7000 Series Aluminum Alloy; Aluminum Alloy; Metal; Nonferrous

Metal

Close Analogs:

Composition Notes:
A Zr + Ti limit of 0.25 percent maximum may be used with this alloy designation for
extruded and forged products only, but only when the supplier or producer and the
purchaser have mutually so agreed. Agreement may be indicated, for example, by
reference to a standard, by letter, by order note, or other means which allow the Zr +
Ti limit.
Aluminum content reported is calculated as remainder.
Composition information provided by the Aluminum Association and is not for
design.

Key Words: UNS A97075; ISO AlZn5.5MgCu(A); Aluminium 7075-O; AA7075-O

Component Wt. %

Al 87.1 - 91.4
Cr 0.18 - 0.28
Cu 1.2 - 2
Fe Max 0.5
Component Wt. %

Mg 2.1 - 2.9
Mn Max 0.3
Other, each Max 0.05
Other, total Max 0.15

Introduction  to  Aerospace  Engineering  Lab  4   31  

 
Component Wt. %

Si Max 0.4
Ti Max 0.2
Zn 5.1 - 6.1
Material Notes:
General 7075 characteristics and uses (from Alcoa): Very high strength material used
for highly stressed structural parts. The T7351 temper offers improved stress-
corrosion cracking resistance.

Uses: Aircraft fittings, gears and shafts, fuse parts, meter shafts and gears, missile
parts, regulating valve parts, worm gears, keys, aircraft, aerospace and defense
applications.

Data points with the AA note have been provided by the Aluminum Association, Inc.
and are NOT FOR DESIGN.

Physical Properties Metric English Comments

Density 2.81 g/cc 0.102 lb/in³ AA; Typical

Mechanical Properties

Hardness, Brinell 60 60 AA; Typical; 500 g load; 10 mm ball

Hardness, Knoop 80 80 Converted from Brinell Hardness Value
Hardness, Vickers 68 68 Converted from Brinell Hardness Value
Ultimate Tensile Strength 228 MPa 33000 psi AA; Typical
Tensile Yield Strength 103 MPa 15000 psi AA; Typical
Elongation at Break 16 % 16 % AA; Typical; 1/2 in. (12.7 mm) Diameter
Elongation at Break 17 % 17 % AA; Typical; 1/16 in. (1.6 mm) Thickness
Modulus of Elasticity 71.7 GPa 10400 ksi AA; Typical; Average of tension
and compression. Compression modulus is about 2% greater than tensile modulus.
Poisson's Ratio 0.33 0.33

32   Introduction  to  Aerospace  Engineering  Lab  4  

 
Shear Modulus 26.9 GPa 3900 ksi
Shear Strength 152 MPa 22000 psi AA; Typical

Electrical Properties

Electrical Resistivity 3.8e-006 ohm-cm 3.8e-006 ohm-cm

Thermal Properties

CTE, linear 68°F 23.6 µm/m-°C 13.1 µin/in-°F AA; Typical; Average over 68-
212°F range.
CTE, linear 250°C 25.2 µm/m-°C 14 µin/in-°F Average over the range 20-
300ºC
Specific Heat Capacity 0.96 J/g-°C 0.229 BTU/lb-°F
Thermal Conductivity 173 W/m-K 1200 BTU-in/hr-ft²-°F
Melting Point 477 - 635 °C 890 - 1175 °F AA; Typical range based on typical
composition for wrought products 1/4 inch thickness or greater. Homogenization may
raise eutectic melting temperature 20-40°F but usually does not eliminate eutectic
melting.
Solidus 477 °C 890 °F AA; Typical
Liquidus 635 °C 1175 °F AA; Typical

Processing Properties

Annealing Temperature 413 °C 775 °F

Solution Temperature 466 - 482 °C 870 - 900 °F

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