Abstract: The invention relates to a work-hardened product, particularly a rolled, extruded or forged product, made of an alloy with the following composition (% by weight):

Abstract: New alloys for potential use in applications such as in lower wing skins and fuselage skins are disclosed. Specifically, Mn-free 2×24 alloys potentially suitable for thick plate and thin plate and sheet applications are believed to be novel and to provide unexpectedly superior properties.

Abstract: A process for forming a structure element, particularly an lower wing element of an aircraft, manufactured from a rolled, extruded or forged product made of an alloy of composition (% by weight) Cu=4.6-5.3, Mg=0.10-0.50, Mn=0.15-0.45, Si<0.10, Fe<0.15, Zn<0.20, Cr<0.10, other elements <0.05 each and <0.15 total, remainder Al. The product is treated by solution heat treating, quenching, controlled tension to more than 1.5% permanent deformation and aging.

Abstract: The invention relates to alloys and associated products which are laminated, extruded or forged in Al—Zn—Mg—Cu alloy.

Abstract: Rolled, extruded or forged product made of an AlCuMg alloy processed by solution heat treatment, quenching and cold stretching, to be used in the manufacture of aircraft structural elements, with the following composition (% by weight):

Abstract: The purpose of the invention is a structure element, particularly an lower wing element of an aircraft, manufactured from a rolled, extruded or forged product made of an alloy with composition (% by weight):

Abstract: Rolled product for use in the manufacture of aircraft structural elements, made of an AlCuMg alloy processed by solution heat treatment, quenching and cold stretching. The product has a composition consisting essentially of, in % by weight: Fe<0.15; Si<0.15; Cu:3.8-4.4; Mg:1-1.5; Mn:0.5-0.8; Zr:0.08-0.15; other elements: <0.05 each and <0.15 total. This product has a thickness of between 6 and 60 mm, with an ultimate tensile strength Rm(L) in the quenched and stretched temper >475 MPa and yield stress R0.2(L)>370 MPa, with a ratio Rm(L)/R0.2(L)>1.25.

Abstract: The purpose of the invention is a structure element, particularly an lower wing element of an aircraft, manufactured from a rolled, extruded or forged product made of an alloy with composition (% by weight): Cu=4.6-5.3, Mg=0.10-0.50, Mn=0.15-0.45, Si <0.10, Fe<0.15, Zn<0.20, Cr<0.10, other elements <0.05 each and <0.15 total, the remainder being Al treated by solution heat treating, quenching, controlled tension to more than 1.5% permanent deformation and aging.

Abstract: The purpose of the invention is a process for the manufacture of a work-hardened product made of a high mechanical strength Al—Zn—Mg—Cu aluminium alloy consisting of:

Abstract: Rolled, extruded or forged product made of an AlCuMg alloy processed by solution heat treatment, quenching and cold stretching, to be used in the manufacture of aircraft structural elements, with the following composition (% by weight): 1 Fe<0.15 Si<0.15 Cu:3.8-4.4 Mg:1-1.5 Mn:0.5-0.8 Zr:0.08-0.

Abstract: The object of the invention is a rolled, forged or extruded aluminum alloy product more than 12 mm thick, heat treated by solutionizing, quenching and artificial aging, with a microstructure characterized by the following parameters:

Abstract: The purpose of the invention is a structure element, particularly an lower wing element of an aircraft, manufactured from a rolled, extruded or forged product made of an alloy with composition (% by weight): Cu=4.6-5.3, Mg=0.10-0.50, Mn=0.15-0.45, Si <0.10, Fe<0.15, Zn<0.20, Cr<0.10, other elements <0.05 each and <0.15 total, the remainder being Al treated by solution heat treating, quenching, controlled tension to more than 1.5% permanent deformation and aging.

Abstract: The invention concerns a process for the production of rolled or extruded products of high strength AlSiMgCu aluminium alloy with good intergranular corrosion resistance, comprising the following steps:casting a plate or billet with the following composition (by weight):Si: 0.7-1.3%Mg: 0.6-1.1%Cu: 0.5-1.1%Mn: 0.3-0.8%Zr: <0.20%Fe: <0.30%Zn: <1%Ag: <1%Cr: <0.25%other elements: <0.05% each and <0.15% in total remainder: aluminium; with: Mg/Si<1homogenising in the range 470.degree. C. to 570.degree. C.;hot working, and optionally cold working;solution heat treating in the range 540.degree. C. to 570.degree. C.;quenching;annealing, comprising at least one temperature plateau in the range 150.degree. C. to 250.degree. C., preferably in the range 165.degree. C. to 220.degree. C., the total period measured as the equivalent time at 175.degree. C. being in the range 30 h to 300 h.

Abstract: An improvement to a process for treating an aluminum alloy for the series AA 2000 or AA 6000 comprising solution heat treating, quenching and natural or artificial aging, in which conventional heat solution heat treating is defined as solution heat treating the alloy at a temperature which is 5.degree. to 10.degree. C. below a known eutectics melting temperature for the alloy. The improvement comprises solution heat treating at a temperature which is 10.degree. to 100.degree. C. below the conventional solution heat treating temperature in order to desensitize the alloy to intercrystalline corrosion.

Abstract: A universal torque measuring system for hollow drive shafts which automatically compensates for variations in wall thickness exhibited by different drive shafts having the same nominal dimensions. During a calibration procedure, the drive shaft is subjected to a first predetermined torque which causes a certain amount of twist dependent upon its wall thickness. At this time, target indicia are positioned and affixed to the drive shaft to produce an initial phase shift relative to indicia on a reference shaft. Thereafter, when the drive shaft is incorporated into an engine and rotated under load subjecting it to a second predetermined torque less than the first predetermined torque, there is a resulting second phase shift. This second phase shift and the second predetermined torque define a second operating condition of the drive shaft. In turn, the first and second operating conditions define a characteristic relationship between torque and phase shift for the drive shaft.