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The purpose of this paper is to investigate the influence of sprue distributions on the flow field and temperature field of the cladding casting process and verify the simulation results by experiments.

A steady-state mathematic model for the coupling of fluid flow, heat transfer and solidification to describe the process of cladding casting was present. The effect of sprue distributions on melt flow and temperature field was discussed. Based on the numerical simulation results, the cladding billet was prepared successfully. Moreover, the model has been verified against by temperature measurements during the cladding casting process.

There is a good agreement between the measured and calculated results. The homogeneity of melt flow determines the formability of cladding billets and circular temperature difference affects the bonding of the two alloys. The AA4045/AA3003 cladding billet with no defects in size of f140/f110 mm was fabricated successfully. The alloy elements diffused across the interface and formed diffusion layer with a thickness of 15 µm. The interface bonding strength is higher than the tensile strength of AA3003, indicating the metallurgical bonding between two alloys.

The casting parameters are limited to the aluminum alloy cladding billet in size of f140/f110 mm in this paper.

There are few reports of cladding billet, which are used to prepare condense pipes of automotive engines. The effect of distribution schemes on the cladding casting process is rarely studied.

Introduction Clad metals are composites of two or more metals which are joined in a continuous manner by a metallurgical bond. The composite provides the specific advantages of both metals, usually the good corrosion resistance of the cladding metal and the strength and economy of the backing metal.

Stainless-clad bimetallic steels (SCBS) are widely investigated in some extremely environmental applications areas, such as polar sailing area and tropical oil and gas platforms areas, because of their excellent anticorrosion performance and relatively lower production costs. However, the properties of SCBS, including the mechanical strength, weldability and the anticorrosion behavior, have a direct relation with the manufacturing process and can affect their practical applications. This paper aims to review the application and the properties requirements of SCBS in marine environments to promote the application of this new material in more fields.

In this paper, the manufacturing process, welding and corrosion-resistant properties of SCBS were introduced systematically by reviewing the related literatures, and some results of the authors’ research group were also introduced briefly.

Different preparation methods, such as rolling composite, casting rolling composite, explosive composite, laser cladding and plasma arc cladding, as well as the process parameters, including the vacuum degree, rolling temperature, rolling reduction ratio, volume ratios of liquid to solid, explosive ratio and the heat treatment, influenced a lot on the properties of the SCBS through changing the interface microstructures. Otherwise, the variations in rolling temperature, pass, reduction and the grain size of clad steel also brought the dissimilarities of the mechanical properties, microhardness, bonding strength and toughness. Another two new processes, clad teeming method and interlayer explosive welding, deserve more attention because of their excellent microstructure control ability. The superior corrosion resistance of SCBS can alleviate the corrosion problem in the marine environment and prolong the service life of the equipment, but the phenomenon of galvanic corrosion should be noted as much as possible. The high dilution rate, welding process specifications and heat treatment can weaken the intergranular corrosion resistance in the weld area.

This paper summarizes the application of SCBS in marine environments and provides an overview and reference for the research of stainless-clad bimetallic steel.

The purpose of this paper is to compile a comprehensive status report on pipes/piping networks across different industrial sectors, along with specifications of materials and sizes, and showcase welding avenues. It further extends to highlight the promising friction stir welding as a single solid-state pipe welding procedure. This paper will enable all piping, welding and friction stir welding stakeholders to identify scope for their engagement in a single window.

The paper is a review paper, and it is mainly structured around sections on materials, sizes and standards for pipes in different sectors and the current welding practice for joining pipe and pipe connections; on the process and principle of friction stir welding (FSW) for pipes; identification of main welding process parameters for the FSW of pipes; effects of process parameters; and a well-carved-out concluding summary.

A well-carved-out concluding summary of extracts from thoroughly studied research is presented in a structured way in which the avenues for the engagement of FSW are identified.

The implications of the research are far-reaching. The FSW is currently expanding very fast in the welding of flat surfaces and has evolved into a vast number of variants because of its advantages and versatility. The application of FSW is coming up late but catching up fast, and as a late starter, the outcomes of such a review paper may support stake holders to expand the application of this process from pipe welding to pipe manufacturing, cladding and other high-end applications. Because the process is inherently inclined towards automation, its throughput rate is high and it does not need any consumables, the ultimate benefit can be passed on to the industry in terms of financial gains.

To the best of the authors’ knowledge, this is the only review exclusively for the friction stir welding of pipes with a well-organized piping specification detailed about industrial sectors. The current pipe welding practice in each sector has been presented, and the avenues for engaging FSW have been highlighted. The FSW pipe process parameters are characteristically distinguished from the conventional FSW, and the effects of the process parameters have been presented. The summary is concise yet comprehensive and organized in a structured manner.

A Description of the Manner in which Fablon Clear Self‐Adhesive Plastic Film is Being Used in the Aircraft Industry to Protect a Wide Variety of Structural Components and Equipment. PROTECTION of aircraft structural components during the period from billet production to final part assembly has always been a problem—and at times a very costly one. This problem has been aggravated by the widespread adoption of integral machining for now huge sheets of light alloy are reduced by numerically‐controlled machine tools to a mere fraction of their former weight and the result is a wing or fuselage panel whose cost (as a result of the expensive machining time) has risen perhaps tenfold from original sheet to finished component. It is obvious that if the component is irreparably damaged at this stage then the loss is very high.

The purpose of this paper is to investigate the combination of selective laser melting (SLM) and 5-axis CNC milling to produce parts from titanium powder. The aim is to achieve a more resource-efficient manufacturing process by reducing material wastage and machining time, while adhering to quality requirements.

A benchmark titanium aerospace component is manufactured with two different approaches using subtractive and additive manufacturing technologies. The first component is produced from a solid billet using only 5-axis CNC milling. The second component is grown from powder using SLM to produce a net-shaped part of which the final shape and part accuracy are achieved through 5-axis CNC milling. The potential saving of material and machining time of the process combination is evaluated by comparing it to the conventional purely CNC approach. The form accuracy, surface finish, mechanical properties and tool wear for the two processes are also compared.

The results show that the process combination can be used to produce Ti components that adhere to aerospace standards. With the process combination, a material saving of 87 per cent was achieved along with a reduction of 21 per cent in machining time. Further improvements are possible using optimized SLM build and machining strategies.

This paper presents the results of a resource efficiency assessment on the combination of SLM and 5-axis CNC milling for the titanium alloy, Ti6Al4V. It is expected that this process combination can make a significant contribution towards reducing material wastage and machining time for aerospace applications.

This paper gives a review of the finite element techniques (FE) applied in the area of material processing. The latest trends in metal forming, non‐metal forming and powder metallurgy are briefly discussed. The range of applications of finite elements on the subjects is extremely wide and cannot be presented in a single paper; therefore the aim of the paper is to give FE users only an encyclopaedic view of the different possibilities that exist today in the various fields mentioned above. An appendix included at the end of the paper presents a bibliography on finite element applications in material processing for the last five years, and more than 1100 references are listed.

WHILST the operating life of modern airliners and the distances covered by them are ever increasing, the demands faced by aircraft manufacturrs for improved quality and safety standards are greater now than at any time in aviation history.

A Description of the Facilities Available in the Research Division of High Duty Alloys Ltd. and an Account of the Work Carried Out in Developing the Hiduminium‐RR.58 Alloy which has been Specified for the Anglo‐French Concord Supersonic Airliner. A brief account of the research work necessary for the development of aluminium alloys with special properties, in particular Hiduminium‐RR.58, the alloy which was initiated and developed by Dr W. M. Doyle and his colleagues and has now been specified by both the British and French designers for the construction of the B.A.C./Sud Concord supersonic airliner.

The prevention of corrosion in the structures, engines and ancillary equipment of aircraft presents the corrosion engineer with a unique problem of the severest magnitude. Failure to provide adequate protection under all conditions will produce catastrophic results or, assuming that the affected parts are discovered in time, a costly replacement scheme.