MATERIALS

METALS
FASTENEPS
NONMETALS
P R O T E c T ; /E TREATMEMT

OCT 9 1987

IGS

PR1NT DATE OCT 1988

C51-99-014-Q1
l

ALUMINUM ALLOY APPLICATION -"707/727/737/747 AIRPLANES

General
Approximately 80 percent of the basic airframe structure is aluminum. Aluminum
alloys are easily machined and fabricated compared to the steel and titanium alloys. Aluminum alloys used for aircraft generally require corrosin protection
systems including: (a) anodizing or chemical conversin coatings for a corrosin resistant surface; and (b) the use of corrosin inhibiting primers and
enamels.
s

The alloys of aluminum use a variety.of alloying elements and heat treatmerits to
achieve an optimum combination of toughness, strength, fatigue, and corrosin
properties for each portion of aircraft structure. The thermal and mechanical
treatments are identified by a temper designation (TXXX) which is a suffix to
the alloy designation, e.g. 2024-T351 pate. The specific alloy systems used by
Boeing are discussed below:

C51-84-532-01B
Sec B

3826C
MAR 01 1983

7075-T73 FORGINGS
BODY ANO WINGS
BULKHEAOS
FITTINGS

VERTICAL TAIL
(7075-T6)
SKINS
STRINGERS

SKIN (2024-T3)
STRINGERS (7075-T6)

LOWER SKINS (2024-T3)

STRINGERS
SPAR CHOROS
(2024-T3)

HORIZONTAL TAIL
LOWER SURFACE
(7075-T6)

UPPER SURFACE
(2024-T3) (PARTIAL)

UPPER SKINS (7178/7075-T6)

STRINGERS
SPAR CHOROS

KEEL BEAM CHOROS (7075-TG & T73)

JUN 08 1987
Sec D

ALUMINUM ALLO Y/APPLICATIONS

707/727/737/747 AIRPLANES
C51-84-032-01C

ALUMINUM ALLOY USAGE

1.

2024
2024 is a copper-magnesium aluminum alloy that is generally used in the n a t u r a l l y
aged (room temperatura aged) condition of the T3 or T4 tempers. This alloy has the
best fatigue strength and fracture toughness of the structural alloys and is consequently used for tensin a p p l i c a t i o n s such as lower wing surface and upper surface
of the horizontal stabilizer. The body skins are also 2024 to provide m x i m u m
toughness.
Body skins are ciad to provide corrosin resistance in reas left unpainted.

2.

7075
7075 is a copper, magnesium, zinc a l u m i n u m alloy that is often used in the -T6 or
peak aged c o n d i t i o n for structure requiring h i g h compression and shear strengths
such as upper wing surface, lower surface of horizontal s t a b i l i z e r , v e r t i c a l s t a b i lizer, and body frames and s t r i n g e r s . The same a l l o y is usud in the overaged or
-T73 condition for f i t t i n g s machined from forgings, p a t e and extrusions.
The T73
temper offers e x c e l l e n t stress corrosin and e x f o l i a t i o n corrosin resistance.

7178
7178 is a h i g h strength copper, m a g n e s i u m , zinc a l u m i n u m a l l o y t h a t is used in the
peak aged condition for its high compressive strength. A p p l i c a t i o n has been prim a r i l y for upper wing surface and keel beam chord.
I t is no longer used for design
because of its susceptib i 1 i t y to e x f o l i a t i o n corrosin. S u b s t i t u t i o n of 7075-T6
for 7178 requires a 15 percent increase in thickness und/or rea.
356/A356/A357 A l u m i n u m Casting
A l u m i n u m castings are used throughout the a i r p l a n e for h y d r a u l i c manifolds and control linkages and are a lower cost ineans of producing c o m p l e x shapes or parts.

C51-84-533-01C
Sec 13

9034
JUN 08 1987

ALUMINUM ALLOY USAGE ON BOEING AIRPLANES

ALLOYS

PRODUCT
FORMS

MAJOR
APPLICATIONS

USAGE RATIONALE

2024-T3

PLATE / EXTRUSIN

LOWER WING SURFACE

UPPER HORIZONTAL TAIL
SURFACE

HIGH FATIGUE AND FRACTURE

PROPERTIES WITH ADECATE
TENSILE STRENGTH AND
CORROSIN PROPERTIES

7178/7075-T6

PLATE/ EXTRUSIN

UPPER WING SURFACE

LOWER HORIZONTAL TAIL
SURFACE

HIGH COMPRESSION YIELD

WITH ADEQUAT FATIGUE,
FRACTURE, AND CORROSIN
PROPERTIES

2024-T3

SHEET

BODY

HIGH FATIGUE AND FRACTURE

PROPERTIES WITH ADEQUAT
STRENGTH (TENSILE,
COMPRESSION AND SHEAR) AND
CORROSIN PROPERTIES

7075-T6

PLATE/EXTRUSIN

VERTICAL TAIL

HIGH STRENGTH (TENSILE,

COMPRESSION, ANO SHEAR)
WITH ADEQUAT FATIGUE
FRACTURE AND CORROSIN
PROPERTIES

7178/7075-T6

EXTRUSIN

KEEL BEAM CHORO

HIGH COMPRESSION STRENGTH

WITH ADEQUAT FATIGUE,
CORROSIN AND FRACTURE
PROPERTIES

7075-T73

FORGING/EXTRUSION

WING ANO BODY

BULKHEAOS AND
FITTINGS

356/A356/A357

CASTING

HYDRAULIC MANIFOLDS
AND CONTROL LINKAGES

EXCELLENT RESISTANCE TO
STRESS AND EXFOLIATION
CORROSIN AND ADEQUAT
STRENGTH, FATIGUE AND
FRACTURE PROPERTIES
LOWER COST THAN FORGINGS,
WITH ADEQUAT PROPERTIES
ALUMINUM ALLOY USAGE

MAR 1 1983
Sec B

C51-84-033-01A

ALUMINUM ALLOY APPLICATIONS - 737-300/757/767 AIRPLANES

General

The 757/767 and the new 737-300 airplanes use improved alurainura alloys for wing
structure and forged fittings. These alloys are based upon earlier alurainura alloys
and use similar but refined chemistries in addition to special processing controls
(such as therraomechanical treatraents, etc.) to improve properties. The alloys used
on the 707/727/737/747 are still used in the body and other reas as described in
the earlier section. The five new improved alloys are as illustrated.
These improved alloys often will not be available for use in repair applications.
The 2024T3/T4 and 7075-T6 alloys may be used as substitutos by increasing the reas
and/or thickness by 15 percent./

C51-84-534-01C
Sec B

9034
JUN 08 1987

7075-T73, 7050-T736
7175-T736 FORGINGS
BODY ANO WINGS
BULKHEADS
FITTINGS

VERTICAL TAIL
7075-T6
SKINS
STRINGERS
HORIZONTAL TAIL
7075-T6
SKINS (LOWER)
STRINGERS
2024-T3 (PARTIAL
UPPER SKINS)

LOWER SKINS (2324-T39 PL)

STRINGERS
SPAR CHOROS
(2224-T3511 EXTR.

tIPPER SKINS (7150-T651 PL.)

STRINGERS
(7150-T65I1 EXTR)

KEEL BEAM CHOROS (7150-T6)

JUN 8 1987
Sec B

ALUMINUM ALLOY APPLICATIONS

737-300/757/767 AIRPLANES
C51-84-034-01C

A I . U M I N U M ALLOY USAGli 7 5 7 / 7 6 7
1.

2224 1-xtrusion
This alloy has higher tensile strength, fatigue and fracture properties than the
baseline 2024 extrusions with equivalent corrosin resistance. The material
strength and toughness is achieved by tighter control of chemical composition
and application of special process controls during fubrication.

2.

2324 Pate
This alloy has higher tensile strength and fatigue properties than the baseline
2024 alloy with equivalent fracture and corrosin resistance.
The material
strength is achieved by thermomechanical processing, i.e., cold work and precipitation hardening.

3.

7150 Pate and Extrusin

This alloy has higher compressive s t r e n g t h than baseline 7075 alloy w i t h e q u i v a lent or better fracture properties and corrosin resistance. The m a t e r i a l
strength is achieved by tighter control of chemical composition and application
of special process controls during fabrication.

-1.

7050 Forging
This alloy is used p r i m a r i l y for thick section forgings greater than 3.0 inches
where additional strength may be u t i l i z e d . The alloy has equivalent fatigue and
fracture properties to the baseline 7075-T73 when used as 7050-T736.

5.

7175 Forging
This alloy is used p r i m a r i l y for f o r g i n g s less than 3.0 inches where a d d i t i o n a l
strength may be u t i l i z e d . The a l l o y has e q u i v a l e n t f a t i g u e and fracture properties to baseline 707S-T73 when used as 7175-T736.

C51-84-535-01
Sec b

10

3474C
MAR 01 1983

ALLOYS

MAJOR
APPLICATIONS

PRODUCT
FORMS

USAGE RATIONALE

2324-T39
2224-T351

PLATE
EXTRUSIN

LOWER WING SURFACE

7150-TG

PLATE/
EXTRUSIN

UPPER WING SURFACE

2024-T3

SHEET -

BQDY

7D75-T6

PLATE/
EXTRUSIN

HORIZONTAL TAIL

7075-T6

PLATE/
EXTRUSIN

VERTICAL TAIL

NO CHANCE - SAME RATIONALE

AS FOR QTHER AIRPLANES

7150-T6

EXTRUSIN

KEEL OEAM CHORO

7075-T73,

FORGING

7050/7175-T736

FORGING

WING AND BQDY

FITTINGS
WING AN BODY
BULKHEADS ANO FITTINGS

HIGHER COMPRESSION STRENGTH

THAN 717B/7075-T6, WtTH
A O E O U A T E FATIGUE ANO
CORROSIN PROPERTIES
NO CHANCE - SAME RATIONALE
AS FOR OTHER AIRPLANES

3G5/A356/A357

CASTING

HYDRAULIC MANIFOLD AND

CONTROL LINKAGE

HIGHER TENSILE STRENGTH

THAN 2024-T3 WITH ADEQUATE
FRACTURE, FATIGUE ANO
C O R R O S I N PROPERTIES
HIGHER STRENGTH THAN 7178/7075T6 WITH AOEQUATE FATIGUE,
F R A C T U R E AND C O R R O S I N
PROPERTIES
NO CHANCE - SAME RATIONALE
AS FOR QTHER AIRPLANES
HIGH STHENGTH WITH ADEOUATE
FATIGUE, FRACTURE, ANO
CORROSIN PROPERTIES
(SIMILAR TO OTHEH
AIRPLANES

HIGHER STRENGTH THAN 7075WITH EQUIVALENT FATIGUE AND

F R A C T U R E PROPERTIES
NO CHANCE - SAME RATIONALE
AS FOR OTHER AIRPLANES

A L U M I N U M A L L Q Y USAGE 757/767
C51-84-035-01A

MAR 1 1983

Si-c: D

11

ALUMINUM ALLOY IIEAT TREATMENT

The primary operations or processes in the heat treatment of an aluminum alloy

are solution heat treatment and age hardening.
,
Solution treatment consists of heating the aluminum part to 800 to 900 degrees
F. (depending on the alloy) and quenching the part in cold water.
Occasionally
parts are quenched in hot water to reduce the resultant part d i s t o r t i o n or
warp. Hot water quenching should not be allowed w i t h 2024 alloys since the reduced cooling rate lowers the resistance of 2024 m a t e r i a l to exfoliation corrosin.
The part is then aged to increase its str.ength. Sotne alloys will naturally age
at room tempera ture. Other alloys and tempers mus't be a r t i f i c i a l l y aged in an
oven. The a r t i f i c i a l aging tempera tures vary from 250 to 350 degrees F. depending on the alloy and temper condition desired.
An a b b r e v i a t e d chart of the aluminum temper d e s i g n a t i o n system is shown.
The only heat treat designations that Boeing or the airlines can accomplish are
the -T42, -T62 or the -T73 conditions.

C51-84-543-01
Sec B

12

9034
MAY 02 1984

-T6
INDICATES MINOR STRAIGHTENING
USE TO MEET STRAIGHTNESS AND
FLATNESS TOLERANCES. THIS DIGIT
IS OIF NO STRAIGHTENING IS
ALLOWED.

STANDARD HEAT TREATED

DESIGNATION.
TEMPER DESIGNATION
-T3: SOLUTION HEAT TREATED. COL WORKED AND
NATURALLY AGED.

MATERIAL WAS STRETCHED TO

ACCOMPLISH STRESS RELIEF. THE
OIGIT 2 WOULD BE USED HERE
WHEN COMPRESSIVE METHODS ARE
USED.

-T4: SOLUTION HEAT TREATED AND NATURALLY AGED.

-T42: SOLUTION HEAT TREATED AND NATURALLY AGED
BY THE USER. APPLIES TO 2024-0 AND 6061-0.

INDICATES MATERIAL HAS BEEN

STRESS RELIEVED.

-T6: SOLUTION HEAT TREATED AND THEN ARTIFICIALLY

AGED. NOT APPRECIABLY AFFECTED BY COL WORK:
FOR MOST MATERIALS THE -W AND -T4 TEMPERS
ARTIFICIALLY AGE TO -T6.
-T62: SOLUTION HEAT TREATED AND THEN ARTIFICIALLY
AGED BY USER. APPLIES TO A NUMBER OF ALLOYS (E.G.
2024. 6061. 7075), WHICH HAVE BEEN HEAT TREATEO AND
AGED BY USER.
-T73: SOLUTION HEAT TREATED AND OVERAGED.
THIS TEMPER APPLIES TO SEVERAL 7000 SERIES ALLOYS
AND INDICATES A GREATER DEGREE OF OVERAGING REQUIRED FOR HIGHER STRESS CORROSIN RESISTANCE.
MATERIAL IN THIS TEMPER IS ALSO IMMUNE TO EXFOLIATION CORROSIN. AS APPLIED TO 7075 OR 7175. THE
-T73 TEMPER IS VIRTUALLY IMMUNE TO STRESS-CORROSION.
ALUMINUM ALLOY HEAT TREATMENT
C51-84-061-01A

SEP 29 1987
Seo B

13

ALUMINUM WELDING
Welding
W e l d i n g of 2000 and 7000 series aluminum alloys is not permicted. The welding
process changes the structure of the metal and produces a permanent loss-of proper
ties for these alloys. Other alloys such as 6061 are weldable and may be welded
per the Repair Manual. See the appropriate Boeing documents for specific restrictions and reas approved for w e l d i n g .

C51-84-536-01E
Sec B

20

9034
JUN 08 1987

WELDING
WU01IJG

fulIon Utld rtpilrltif o' Ptrtt ind

I)

c- nttill ptr BU
ordfr o' prt'trenct:

UK 11 H.

i)

Renoit d(((Ct b/ qrmdl

]J

irod i f I f d.
Wtld recilr hen u H
Conildcr hu un

rillng drlllliq. tic,. *nd trien uir it

T I - t A l - 4 * . rauin'i]
tfld C4K Prll
'

{ondidon o Piri.

ii-;ov--i>i _ :

nd multint p r o p f r f t t l m trie r . j i f c t t r : roe.

lptctlon M rcnulrttl J . T - i^, T - . - -::

Camrcul \i purt

IIURHa,

Uri> ccampl i ir>ed.

. - JA' -: ;: lubm
-f - A -* U r v p 4 l r M fltcriljry, .-j- ' . . ' . . .
. ' . . - ! 11 (he - . - r lniInj<Honu
U

CAUIION: Pri'%1'. tlruClurtl pin -.-.IU . nol M - f l J

Dotlfig J^prnvjl.

, procedurt mil t4

rfgurM -ItlKlul

Prcclfinin^ prccen.

?)

T IOL.-IS] prflf tu ,

1'
4)
5)

F l l l t r cltl (fld rod :.',:;

D1niptct1oi ftquirrMentt.
A ilfltBnt iptci'ring timt^ t rt-*en
1113 tic rvtglUnl rvduc e4 -v. ' c - i . iroci
jont -.-'- ru pirt li.jn * ht trri^td

L_J Furn.ct itnn nli*r rciuird lor clllt ' -*ldi. HMKIIinti (or
clin 'B' -flu.
NO!E: Ir -tliWnt ifull t p)ittd in ih ilnii nlltf (urnict mcfl ihit
Ihe Htld riott no< coa I blan t'1* ^>ninj prvhcit tarveriturt un I i I

in ' . = tett j
i.jn orlar la

) > 5I-I 11 luDJicl U c r j ; i i n ) ntn .tldti. Uit .fl or -14 Icrotrl.

S o i t L l o n nui ind iqe :o -Ti candillaii ir'tr Hcldlng ur ilnpl <gt ta
the -T6 ifttr wrltflng if luiinB joinl itrtngth ll ~'0i r e q u i n t e .
I ti sni i j .-o M t*t

itf iba Ui 160 - ZOO i I

rtij*.

ALUMINUM WELDING
CS1-B4-036-01C

JUN 08 1987
Scc B

21

TITANIMUM ALLOY APPLICATIONS

Titanium (Ti) alloys are used in a variety of structural and non-structural
applications in Boeing airplanes. Titanium alloys are used generally for one or
more o the following reasons:
excellent corrosin resistance
weight-savings
elevated temperature s t a b i l i t y
to alleviate volume constraint problems
compatibi1 ity w i t h other m a t e r i a l s
Titanium alloys are ver y corrosin resistant and do not p i t from cor'rosion
processes. T i t a n i u m alloys are approximately 40% less dense than steel so that
weight savings are often realized by using t i t a n i u m alloys ruthe,r than steels.
They are used in place of aluminum alloys when:
(1)
(2)
(3J

C51-84-537-01A
Sec B

elevated temperature s t a b i l i t y is required;

an a l u m i n u m alloy component would be too largo to i n t g r a t e into the
overall structure and a t i t a n i u m alloy component would f i t ; and/or,
aluminum alloy is not desired to be in d i r e c t contact w i t h another
material for galvanic corrosin reasons.

22

3489C
MAR 01 1983

OUTBOARD FLAP
SUPPORT LINK

APU FIREWALL

INBOARD FLAP
SUPPORT
LINK

ELEVATOR
ACTUATOR
FITTINGS

MAIN LANDING GEAR BEAMS

AND ASSOCIATED STRUCTURE
INBOARD AUXILARY
SLAT TRACKS

WINDOW SILL
AND POSTS
THRUST REVERSER FITTINGS

- MLG ACTUATOR SUPPORT FITTINGS

- FORWARD LANDING GEAR TRUNNION
BEARING HOUSING '

HYDRAULIC LINES
SPRINGS
FITTINGS (STRUCTURAL ANO NON-STRUCTURAL)
PNEUMATIC DUCTS
FASTENERS
fTITANIUM ALLOY APPLICATIONS!
C51-84-037-01B

MAY 19 1983
Sec B

23

TITANIUM ALLOY USAGU

There are a variety of titanium alloys chosen for specific applications based
upon needed material properties and a balance between atera!/fabricacin costs
and component weight. The follouing are the primary alloys used by Boeing, the
types of applications, and the reasons for selection.
Commercially Pur (CP) Ti - is the lowest strength titanium grade used by
Boeing. CP Ti is used for applications such as scuff plates and pneumatic
ducts. CP Ti is also employed for many f i t t i n g s and c l i p s in reas of higher
corrosin potential such as near galleys and lavatories.
T-3A1-2.5V - is used on the 757/767 for high pressure hydraulic tubing to
reduce weight oyer tlie previously used stainless steel t u b i n g .
T-6A1-4V - is the most c x t e n s i v e l y used alloy. There are three heat t r e a t ments used depending upon tlie specific requi rement for component. Applications for t h i s alloy include:
(1) Windshield'frame for 757/767; 767 floor support structure;
(2) landing gear beam for the 747 $ 757; and
(3) 767 APU firewell; a variety of structural fittings, fasteners and
hydraulic f i t t i n g s .
Ti-6A1-6V-2Sn - is higher strength than T-6A1-4V which allous more weight
savings. Ti-6A1-6V-2Sn is used p r i m a r i l y on fittings on the 747 landing gear
and wing rea as well as extensive use in the flap support structure on the
747SP.

C51-84-538-01A
Sec B

Sht 1
25

3492C
MAR 01 1983

TITANIUM ALLOY USAGE

Ti-10V-2Fe-3Al - is a newer titanium alloy with higher strength than either

Ti-6Al-6V-2Sn or T-6A1-4V. This newer alloy is used in forgings in the 757
Trunnion Dearing Housing, Auxiliary Slat Tracks, and Door Hinges and will be
used in the 737-300 in the Overwing Nacelle Fitting. Ti-10V-2Fe-3Al, because of
its higher strength, offers more weight savings. Because Ti-10V-2Fe-3Al
exhibits improved low temperature forging characteristics over T-6A1-4V it is
an attractive m a t e r i a l for near nct shape precisin forgings.
Ti-13V-1lCr-3Al is used in the 747, 757, and 767 airplane in spring a p p l i c a tions. This alloy is used as a spring m a t e r i a l because its low modulus o
elasticity and reduced density allows up to 70*. weight savings over steel.

C51-84-538-01B
Sec B

Sht 2

3500C
26

MAR 01 1983

TITANIUM ALLOYS USEO ON BOEING AIRPLANES

ALLOY

COMMERCIALLY
PUR TI

HEAT TREAT
CONOITION
ANNEALEO

STRENGTH
RANGE. KSI

FORMS

APPLICATIONS

USAGE RATIONALE

50-80

SHEET. STRIP
PLATE

SCUFF.PLATES. DOOR
THRESHOLOS. PNEUMATIC OUCTS.
FIREWALLS. MISC. NON STRUCTURAL FITTINGS.

BETTEH STRENGTH TO WEIGHT

RATIO THAN STAINLESS; EXCEL
LENT CORROSIN RESISTANCE;
FORMABLE

TUBING

HIGH PRESSURE HYORAULIC

TUBING ON 757. 767

WEIGHT SAVING
OVER STEEL

LANOING GEAR REA.

WEIGHT SAVING OVER

STEEL: VOLUME CONSTRAINTS
OF A l .

TI 3AL-2.5V

COLD-WORKEO ANO
STRESS RELIEVED.
ANNEALEO

100-125

TI-6AL-4V

ANNEALEO
BETA ANNEALEO
SOLUTION
TREATEO
AND AGEO

120 160

TI-6AL-6V-2SN

SOLUTION
T R E A T E D AND
AGED

150 170

PLATE AND
FORGINGS

TI-10V-2FE-3AL

SOLUTION
TREATEO AND
AGED

180

FORGINGS

757 TRUNNION BEARING HOUSING

AUXILIARY SLAT TRACKS DOOR
HINGE MECHANISM
737-300 OVERWING NACELLE
FITTING

WEIGHT SAVING

SOLUTION
T R E A T E D AND
AGED

200-230

SPRINGS

747. 757. 767 SPRINGS IN

LANOING GEAR ANO DOOR REAS

WEIGHT SAVING
OVER STEEL

TI-I3V-1ICR-3AL

SHEET, PLATE.
FORGINGS, EXTRUSIONS, CASTIIGS

FIREWALLS. NO. i WINOSHIELD

FRAMES ON 757 AND 767. FLAP
FITTINGS. 767 FLOOH SUPPORT
STHUCTURE. MISC. STRUCTURAL
FITTINGS. HYORAULIC FITTINGS,
FASTENERS
USED PRIMARILY ON
747. FITTINGS IN
LANOING GEAR ANO
WING REA. USEO
EXTENSIVELY ON FLAP
SUPPORT STHUCTURE
OF 747 SP

HIGHER STRENGTH THAN

TI 6AL-4V THEREFORE GREATER
WEIGHT SAVING

TITANIUM ALLOY USAGE

C5184038-01B

^MY 19 1983
Sec D
27

UNIQUE IIANDLING CIIARACTL-RI STICS OF TITANIUM ALLOYS

1 . Genera 1

2. Stress R e l i e v e after Cold-forming or S t r a i g h t e n i n g

Straining of t i t a n i u m alloys can cause a s i g n i f i g a n t drop in the yield strength
due to a me tal lurgical phenomenon and introduces high residual stresses. Stress
r e l i e v i n g removes these effects and restores the o r i g i n a l properties.
Stress
relief is not required for the CP alloys.
3. Weld in Protective Atmosphere or w i t h Shielding Gases
W i t h o u t i n e r t g a s p r o t e c t i v c s h i e l d i n g d u r i n g w u l d i n g , t i tan ium alloys c a n pickup oxygen or hydrogen. M e a t - t r e a t e d alloys m u s t be reheat created a f t e r welding. See SIIM for requi remen ts .
4. Assure P r o t e c t i v e C o a t i n g I n t e g r i t y on P o t e n t i a l Skydrol Exposure reas
In reas where skyclrol exposure at e l e v a ted te m p e r atures can, occur, a p r o t e c t i v e
c o a t i n g is used to p r e v e n t the s k y d r o l from c o n t a c t i n g the t i t a n i u m alloy. The
protective coatings must be continuous to be effective.
5. Use C a u t i o n Wlien G r i n d i n g T i t a n i u m M a t e r i a l s
G r i n d i n g as a f i n a l f i n i s h o p e r a c i n must be done w i t h care. The g r i n d i n g
operation can produce both: (a) h i g h t e n s i l e stresses at the surface which
a i d s early crack i n i t i a t i o n , and (b) surface damage in the form of small tears
unless adequate precautions are taken. Overhaul Manual Section 20 describes the
a c c e p t a b l e methods to be used for m e t a l removal.

CS1-84-539-01B
Sec U

28

9034?
JUN
: 1987

WELDING - NO

GRINDING - WITH CARE

REQUIRES INERT GAS PROTECTIVE SHIELDING

UNIUE IIAIMDLING CHARACTERISTICS OF TITANIUM A L L O Y S

C51-84-039-01D

JUN 08 1987
Sec B

29

STEEL

APPLICATIONS
Approximately 12-16 percent of the basic airplane structure is alloy steel and
stainless steel. The high strength and high modulus of e l a s t i c i t y are the
primary advantages of the high strength steels. The high strength and modulus
are useful for designs with space l i m i t a t i o n s such as with some landing gear
components.
Alloy selection considera tions include service temperature, strength,
fatigue properties and f a b r i c a b i 1 ity.

C51-B4-540-01A
Sec B

stiffness

3518C
30

MAR 01 1983

INBOAHD FLAP TRACKS.

4340M

LANDING GEAR
4340M

FLAP LINKAGE.
15-5PH ANO
4330M

REAR ENGINE MOUNT,

9 NI-4CO-.30C
HYDRAULIC LINES
ENGINE MIDSPAR
ATTACH FITTINGS,
4330M

FRONT ENGINE MOUNT, STRUT LOWER

SPARS. WEB, AND CHOROS,
15-5PH

SLAT TRACKS.
4340M

STEEL
OCT 24 1983
Soc D

APPLICATIONS

C51-84-040-01A

31

STEEL ALLOYS AND TEMPERS

Material Designations
Designations given to most low alloy steels are based upon an AISI (American
Iron 5 Steel Instituto) system that refers to the chemical composition of the
alloy. The first two d i g i t s refer to the specific primary alloying elements,
the last two (and the last three d i g i t s in a five d i g i t number) refer to the
percentage of carbn contained in the alloy.
10XX
41XX
43XX
52100
93XX

refers to plain
pl
carbn steels (contain only carbn and manganese)
chromium and molybdenum alloy steels
refers to ch
refers to ni
;1, chromium and molybdenum alloy steels
refers to a chromium alloy w i t h 1.00 percent carbn
refers to a n i c k e l , chromium nnd molybdenum alloy steel (with a d i f
f eren t ra t i o between these u l c m c n t s than c o n t a i n e d in the 43XX alloys) .
r examp]Le; 4340 refers to a n i c k e l , chromiuin, molybdenum allpy containing .40
perccnt carbn.
9Ni-4Co.30C is a specific trade ame assigned to a nickel - cobalt alloy with
.30 percent carbn. The 9 and 4 re ? cr to the nominal percentajes of nickel and
cobalt in the alloy.
The normally used low alloy steels and tlieir a p p l i c a b l e strength ranges are
shown. Use of these alloys is l i m i t e d to the strength ranges shown.

C51-84-546-01
Sec B

32

9034
MAY 02 1984

LOW ALLOY STEELS AND THEIR

APPLICABLE STRENGTH RANGES

STRENGTH RANGE (KSI)

ALLOY

4340
4330M

125-145

150-170

160-180

180-200

9Ni-4Co.30C

220 MIN

275-300

X
X
X

4340M

STEEL ALLOYS ANO TEMPERS

JUN 08 1987
Seo D

C51-84-046-01A

33

HEAT TREATING STEEL

When steel is heat treated its crystalline structure undergoes various phase
changes. This chart shows the various phases for different carbn content temperature combinations. When steel is heated it will pass through these phases. If
cooled at a slow rate it will go through the same phase changes in the reverse direction. However, if a part is quenched in cold water or oil the material cannot
do a complete phase reversal. It w i l l remain as austenite until tempera tures of
600F or below are reached. Mere the austenite begins to transforin into a constituent called martensite which is responsable for the hardness of quenched steels.
Tempering of this steel is necessary to relieve the resulting 'residual stresses
caused by the quenching and to impart toughness to the steel in contrast to the
brittleness of martensite. The structure produced by tempering a quenched steel is
called tempered martensite.

C51-84-571-01
Sec B

34

9034
JUN 08 1987

LIOUIO AND FEHRITE

LIQUID
L.IQUID AND
AUSTENITE

FERHITE
FERRITE AND
AUSTEHITE

LIDUin AND
CEMENTITE

AUSTENITE

AUSTENITE AND
CEMENTITE

AUSTENITE AND
FERRITE
FERHITE

F E H R I T E AND
CEMENTINE

3.0

3.5

1-0

1.5

5.0

W C I G I I T l'LRCLNT CARHON

LinuiD

1 I

L
CCMENTITE
HEAT TREATING STEEL

JUN 08 !!18/
Siv II

CSI-8-1-0/1-U1

l'RIMARY STEELS USLD 1N B O E I N G A 1 R P L A N E S

The most w i d e l y used h i g h s t r e n g t h s t e e l s are 4330M h e a t t r e a t e d to 220-240 ksi
and 434QM lieat treated to 275-300 ksi. For elevated -tempera ture applications up
to 900F, such as a f t . e n g i n e mpjjnts, 9Ni - 4Co-0. 30C s t e e l h e a t t r e a t e d to 220-240
ksi is used. The 5uccatK*euSe of h i g h strength steel is a t t r i b u t e d to c a r e f u l
d e s i g n a n d s t r i n g e n t m a t e r i a l a n d process c o n t r o l s .
\'' (, r. ->??*

For bar and f o r g i n g a p p l i c a t i o n s at s t r e n g t h l e v e l of 200 ksi or lower, 1 5 - 5 P H

p r e c i p i ta t ion h a r t l e n i n g s t a i n l e s s steel is currently b e i n g used in p l a c e of
a 1 1 oy s t e e l , M a n u f a c t u r i n g costs are reduced by u s i n g 1 5 - 5 P I I and i m p r o v e d
corrosin r e s i s t a n c e i s o b t a i n e d .
For a p p l i c a t i o n s r e q u i r i n g s h e e t , 15 - 5PH is used for t h i c k n e s s e s of 0.063 indi
and o v c r . H o l l i n a of 15-51'H lo t li i cknessc s u n d u r 0.063 i n c h is not p r a c t i c a ! ,
lio til 1 7 -<1 1>^| and 17-7 P^( a 1 ) oy:> con Ui l n ilt; 1 t;i f c r r i ti: i nc I us i ons wh i cli cause
uns tabl e transverso mechan i c a 1 propc r t i es . S nce Lli i s i s a mi or prob 1 c.w i n Lho
t li i n n uyi;i) I 7 - 7 I'II l S iisml i n LltJCKllCSStiS lu 1 o u O . OJ 3 i ncli un i s of IUIL a I 1 out,'tl
as a s u b s t i t u t e for 15-51*11 in g a u g e s up to 0.10 i n c h .
300 se r i (>s JI..H.S tt;n i t i c s t a i n l e s s steel sheet ni
.,.a tt,e .,,,
.. ~ ,._,
~. ,
r a i s .are
used ,.for
lower
j th a p p l i ca t i ons w lie re cor ros on or hyg i ene conce
c once rus d c t a t e m a t e r i a l
n e e d s , 4 1 3 0 a n i l ' 1 3 4 0 a l l o y s i e o l s h c e t m a t e r i a l i s ra re y used in a i r c r a f t
cons t re t i on.
Tb e 727, 737 and 747 use 21-6-9 insten i t i c stainless steel for l i y d r a u l i c tubing
a p p l i catinS,
17 - 4 IMI preci pi ta t ion h a r d e n i n g s t a i n l e s s s t e e ) i n v e s tmen t c a s t i n g s h e a t t r e a t e d t o 150 k s i o r 180 k s i m i n i m u m a r e a l s o used where a p p l i c a b l e .

C51-84-541-01C
Sec B

36

9034
MAR 03 1986

STEEL USAGE ON BOEING AIRPLANES

ALLOYS

(KSI)
STRENGTH

APPLICATIONS

FORMS

4340M

275-300

BAR AND FURGING

4330M

220-240

9NI-4CO-0.30C

USAGE RATIONALE

BAR AND F O R G I N G

LANDING GEAR COMPONENTS

FLAP T R A C K S . FLAP
C A R R I A G E S , FITTINGS

HIGH STRENGTH TO WEIGHT

RATIO AND HIGH MODULUS OF
ELASTICITY

220-240

BAR ANO FORGING

AFT ENGINE MOUNTS

ELEVATED TEMPERATURE
STABILITY AND HIGH STRENGTH

15-5PH

180-200
150-170

STAINLESS S T E E L
BAR AND FORGINGS

ACTATORS, ROD ENDS,

FITTINGS, MECHANISMS

C O R R O S I N RESSTANLE
AND HIGH MODULUS

2I-G-9
304/321/347

I42-1G2
75 MIN.

TUBING

IIYDRAULIC SYSTEMS,
INSTRUMENT LINES

CORROSIN RESISTANCE.
FABRICABILITY. AND
HIGH STRENGTH

15-5PH

180-200
150-170

SHEET

LAVATORIES AND GALLEYS,

D O O R THRESHOLDS, STRAPS

CORROSIN RESISTANCE,
HIGH STRENGTH,
AND FABRICABILITY

17-7PH

180-200
150J70

SHEET

LAVATORIES AND GALLEYS,

DOOR THRESHOLDS, STRAPS

UTILIZED WHEN THICKNESS

I S L E S S T H A N 0.063

304/321/347

75 MIN.

SHEET

LAVATORIES AND GALLEYS,

DOOR THRESHOLDS, STRAPS

FABRICABILITY, HYGIEIC NEEDS

17-4PH

180-200
150-170

CASTINGS

CONTROL LEVERS,
FITTINGS, HOUSINGS

CORROSIN RESISTANCE,
AND FABRICABILITY
'V

PRIMARY STEELS USED IN BOEING AIRPLANES

C51-84-041-01A

MR 1 1983
>ec D

37

STEEL ALLOY REWORK PRECAUTIONS

The following precautions must be observad when doing rework operations on steel
parts.

Stress Concentrations
Since most steel parts are highly stressed localized stress concentrations are
undesirable and should always be removed.
Hydrogen Embrittlement
Do not introduce hydrogen into the part. If any question exists as to its introduction the part must be baked at 375F for at least 3 hours. This temperature, incidentally, will not harm either paint, or shot peening.
Untempered Martensite
Caution must be exercised whilst reworking the low alloy carbn steels so as to
prevent the formation o*f untempered martensite or the generation of undesirable
residual tensile stresses. Any metal removal should be done by hand or with
slow speed handheld power tools.

The processing of steel parts is very critical and must be done in the proper
sequence. The engineer must spell out exactly what work is to be done includi
temperature and time limits.

C51-84-551-01
Sec B

46

9034
MAY 02 1984

STRESS CONCENTRATIQNS

HYDROGEN EMBRITTLEMENT

UNTEMPERED MARTENSITE

STRICT PROCESS CGNTROLS

STEEL A L L O Y REWORK PflECAUTIONS

MAY 02 1984
Sc B

C51-84-05101

47

FASTENERS

55

FASTENERS
Fasteners are classified in two basic types; removable and permanent.
Removable fasteners consist of bolts or screws installed with nes or nut plates.
Such fasteners inay be removed and reinstalled.
Permanent fasteners consist of hex-drive bolts (Hi-Loks), Lockbolts and Rivets.
This type of fastener must have one element of the system destroyed in order to
remove it, therefore it is not reusble.
Removable Fasteners:
W i t h i n the removable fastener category are fatigue rated, tensin rated. and shear
rated bolts.
Fatigue rated bolts have 12 point protruding heads with long threads. They are
a v a i l a b l e in strength ranges of 160 to 220 KSI tensile strength. Materials are
alloy steel, GRES (A286, Inconel 718), 6AL4V titanium or H-ll steel.
Shear and tensile rated bolts may have hex, 12 point or countersunk heads w i t h long
threads for the tensile and short threads for the shear rated. M a t e r i a l s options
are the same as for the f a t i g u e rated bolts. All Boeing standard bolts have rolled
threads.
Fasteners that are fully threaded, regardless of head style, are usually considered
screws. Screws are a v a i l a b l e with hex heads, pan (round) head, flush heads or
socket heads. Recesses are P h i l l i p s , Mi-Torque or hex (Alien). Materials are
alloy steel, GRES, t i t a n i u m or a l u m i n u m . Strength levis to 160 KSI tensile and 95
KSI shear are a v a i l a b l e .
Note that screws are not used for structural load transfer.

C51-84-501-01D
Sec B

56

9033
JUN 08 1987

SHQRT

SHORT THREADS

THREADS

1
12 PT MEAD BOIT - LONG THREAD (TENSIN)
SHORT THREAD (SHEAR)

LONG THREAD (TENSIN)

SHGRT THREAD (SHEAR)

COUNTER SUNK
HEAO BOLT

LONG THftEADS

pp
12 POINT HEAD FATIQUE-TENSION BOLT

HEX HEAD BOLTS - LONG THREAD (TENSIN)

SHGRT THHEAD (SHEAH)

ALL "BAC" BOLTS A R E PunCHASEO

WITH ROLLEO THREADS.
FASTENERS
C51-84-001-01C

JUN 08
S:c B

57

IIARD FASTENER ALLOYS

The hard fastener alloys together witli the applicable shear and tensile
strengths are summarized for convenience.

CS1-84-552-01
Sec B

58

9034
MAY 02 1984

. MNIMUM RATEO STRENGTH - KSI

ALLOYS'
SHEAR

TENSIN

STEEL
8740/4340

H 11

95

160

125

220

95/110

160/200

125

220

102/125

180/220

95

160

CRES
A286

PH 13-fl MO
INCONEL 718
TITANIUM
'6AL4V

HARO FASTENER A L L O Y S
MAR 03 1U8G

C51 84 052 O A

Stv H

59

NUTS/NUT PLATES

Nuts are generally classed as tensin or shear. Tensin nuts are available in
strengths of 180 or 220 KSI. Shear nuts are available in 125 KSI strength.
Nuts are selected to have a tensile strength equal to or greater than the mating
bolt or screw. Nut plates are used in "cise outs" or other places with limited
or no access. They are attached w i t h rivets. Nutplates are predominately in
shear applications and are predominately of 125 KSI strength with a limited number rated at 160 KSI.

CS1-84-S02-01A
Sec B

60

3457C
MAR 01 1983

TENSIN NUT

SHEAH NUT

NUTS

NUTPLATES

NUTS/NUTPLATES

OCT 24 1383
Set: B

C5I-84-002-OIA
61

PERMANENT FASTENERS
Hi-Loks, called hex-drive bolts by Boeing, are installed w i t h collars having a
frangible hex that "shears off" at a predetermined torque valu. The collar has no
means of removal other than destruction. One advantage is that no torque wrenches
are required for installation. Self-locking nuts can be, and sometimes are, used
in place of collars. Materials f.or the pins are titanium, alloy steel, GRES, and
aluminum. Collars for Hi-Loks are of aluminum, 300 series GRES and A286 GRES.
Lockbolts are optional to shear Hi-Loks. The lockbolt is inherently fluid tight,
including fuel. The tensin lockbolt uses an aluminum collar and is lighter than
the tensin Hi-Lok, which uses a GRES collar. Lockbolts are available in titanium,
alloy steel and A-286 GRES. Pul type lockbolts require more clearance for installation tooling than Hi-Loks.

C51-8-1-503-01B
Sec B

c^

9033
JUN 08 1987

LOCK80LTS

HI-LOKS

TENSIN - PROTRUDING MEAD

TENS1QN-PROTRUDING MEAD

ffl
TENSIN- FLUSH HEAO

h-

TENSIN - FLUSH MEAD

SHEAR - PROTRUQING MEAD

SHEAR - PROTRUD1NG MEAD

I
li

SHEAR - REDUCCD FLUSH HEAD

SHEAR - REOUCED FLUSH HEAO

PERMANENTFASTENEflS
C51-840G301B

JUN 08 1987
Soc B

63

S": Gol

RMUJEG?

la It B'ers?
Jsby (Spalo

'

.,
!

For metal plstic,

find wood. Al!
iirstall wilh
?!3ndar- tools

L "

'I

The ilhtstraiion below, depicts lypical and common aircraft ( AN and AS ) type
and their ideniilying niarkings.

AVRlAKOARf
s -:LI. SOL*

S7KL B
'/rsions
Specifici
,./,- .^e
- valia Wo

/ v
*

industrial
f asten-rs
Constrocfipn

Ai :.;; '..vj'--- A: - f

W-vQNTTfCAt.tV

Buyin rjulk ana

.sai/e! Pins of all
tyne*1. r.f-rie; jnd

materials innovation
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Patentad prevailmg lock thread Enhanced S reusable locking action

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Note: Some bolts share identical head Identification and have significanliy differem strengths.

Identification
Specifcation
Grade Mark

^S

S.\EJ429
!c 5

V^^>

ASTM A44Q

1 s X. J

fT
ri
i1
k

SAE J429
Grade 5.!

Description

Material

Bolts, Screws,
Studs

Mdium Carbn
Steel

Sems

Low or Mdium
Carbn Steel

Proof
Load

S5 C
74. ' '

Vield
Strength
Min (psi)

-- Tens
Stren;
Min (|

92,000
thru 8 1 ,000

'

1 20,0

^.X

^^
??^

,<^
I
j
v^>

7^
' u.
!!>

v,,x

SAh J42*
Grade 5.2

Bolts,
Screws,
Studs

ASI'Vl A325 High Strength

-(.'. \
Structural Bolts

ASTM A325
Type 2

Higli Strength
Structural Bolts

Low Carbn

85.000

92,000
. thru 81,000

Mdium Carbn

Low Carbn

92,000

S5.000

92,000