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MAGNESIUM, because of its low density, has obvious possibilities as an aircraft structural material. The useful magnesium alloys have densities in the range 1·76 to 1·83, compared with the aluminium alloys range of about 2·5 to 2·8. The melting point of magnesium is 650 deg. C., almost identical with that of aluminium (660 deg. C.), so that generally the alloys of each of these base elements have applications in much the same temperature band.

ALUMINIUM in various forms is used very considerably in the aeronautical industry—even so far back as the end of the war it was computed that in the year 1918 the allied governments employed about 90,000 tons of aluminium and its alloys in aero construction. And it must not be overlooked that it is largely due to the special properties of these materials that the present amazing development of aircraft has become possible.

At this stage I think that we can usefully give some detailed consideration to the copper‐aluminium alloys, and reference may in this connection be made to the equilibrium diagram shown in Fig. I, which, as in the case of the steels, gives an explanation of, and is a guide to, their behaviour and heat‐treatment.

THE previous articles in this series, concerning the titanium, magnesium and aluminium alloys, followed a very similar form, in that in each case consideration of the aircraft engineering applications was preceded by a metallurgical appreciation of the alloy systems under review. In the case of steels, a comprehensive article on similar lines would be nothing less than a monograph, and if steels are to be discussed within the space of a single article, then a quite different approach must be adopted. This review will not, then, examine steels generally in any great metallurgical detail, but will rather consider their special merits in aircraft engineering, particularly in the context of supersonic aircraft.

This concluding part reviews the actions of inhibitors to acidic, ammonical, organic, atmospheric and miscellaneous product corrosion on aluminium. The comprehensive reference list is also concluded.

The discovery of the Hall‐Herqult process for the manufacture of aluminium made it possible to obtain the metal in large quantities. Soon it attained the position of a major industrial metal due to its lightness combined with strength, capacity to take up a high polish, excellent conductivity of heat and electricity. Moreover it gives a wide range of extremely valuable alloys with diverse elements such as copper, magnesium, nickel, silicon, zinc, etc.

The purpose of this paper is to demonstrate the preliminary work on using laser cladding technology for the restoration of structural integrity.

The primary methodology used in this research is to develop a laser cladding‐based metal deposition technique to articulate restoration of structural geometry affected by corrosion damages. Following from this method, it is planned to undertake further work to use the laser cladding process to restore geometry and the associated static/fatigue strength.

This work has found that it is possible to use laser cladding as a repair technology to improve structural integrity in aluminium alloy aircraft structures in terms of corrosion reduction and geometrical restoration. Initial results have indicated a reduction of static and fatigue resistance with respect to substrate. But more recent works (yet to be published) have revealed improved fatigue strength as measured in comparison to the substrate structural properties.

The research is based on an acceptable materials processing technique.

IN our report of the tenth annual meeting of the Institute of the Aeronautical Sciences we shall not follow precisely the order in which the sessions occurred nor at all times classify the papers in exactly the manner of the meeting. Unfortunately, certain of the papers presented will not be found in our review owing to lack of preprints, but this in no way reflects on the value or timeliness of the papers omitted in the review.

Explains corrosion protection and how it works. Discusses the effect of environmental legislation on corrosion protective paints, which necessitates the removal of solvents and toxic additives, making the protection weaker. In order to remedy this one must determine how protection is provided, which involves the separation of barrier properties and electrochemical passivation. Describes methods and tests involved in this and discusses the results. Concludes with recommendations and a suggestion for further tests.

Fibre metal laminates were developed at Delft University during the last two decades as a family of new hybrid materials consisting of bonded thin metal sheets and fibre/adhesive layers. This laminated structure provides the material with excellent fatigue, impact and damage tolerance characteristics and a low density. While the 20 per cent weight reduction was the prime driver behind the development of this new family of materials, it turns out that additional benefits like cost reduction and an improved safety level have become more and more important. The combination of these aspects in one material makes fibre metal laminates a strong candidate material for fuselage skin structures of the new generation of high capacity aircraft. The focus on this application currently leads to industrialization and qualification that makes this material available to the aircraft designer.