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The corrosion behaviour of low alloy steel type AISI 4130 (before and after nitriding) and austenitic stainless steel type AISI 304L were studied in tap water +3.5 per cent NaCl. A liquid nitriding process had been applied on the low alloy steel.

The tests that were carried out in this study were anodic polarization, rotating bending fatigue and axial fatigue using compact tension (CT). For determining the corrosion potential and pitting potential (breakdown potential) for the alloys, anodic polarization curves were established using the potentiodynamic technique. Rotating bending fatigue tests were used to calculate the fatigue strength and damage ratio. Using linear elastic fracture mechanics, the CT specimens were prepared for determining the threshold stress intensity factor, fatigue crack growth rate and fracture toughness in air and in the solution.

The results showed that nitrided specimens showed higher fatigue strength in air compared to stainless steel. However, the corrosion fatigue limit for both these samples were approximately equal, while this limit for non‐nitrided sample was less. Moreover, the non‐nitrided steel had lower corrosion and pitting potentials than did the stainless steel. In addition, the CT tests showed that the nitrided specimens had a lower resistance to crack initiation in air and the solution compared to the non‐nitrided sample and the stainless steel.

These results can be attributed to the chemical and mechanical behaviour of the nitrided layer constituents, mainly FeN and CrN, which were recognized by X‐ray diffraction. Since, these components consist of very hard particles, they act to increase the hardness and fatigue limit. Moreover, due to the low conductivity of these nitrides, the corrosion and pitting potential of the nitrided steel becomes very high. However, the high breakdown potential does not help to increase the corrosion fatigue or damage ratio values due to the porous nature of the nitrided layer.

Although the nitrided steel had very high fatigue strength and pitting potential, this did not reflect in its corrosion fatigue and/or damage ratio improvement because of its surface roughness and the porous nature of the nitrided layer.

This study aims to develops a new-type low-alloy corrosion resistant steel containing Sb and investigate the corrosion mechanism of this new-type low-alloy steel.

Energy dispersive spectrometer, X-ray photoelectron spectroscopy, X-Ray diffraction and scanning electron microscopy were used to evaluate the corrosion resistance of the rust layers formed on these samples. Laser confocal microscopy was used to observe the corroded surfaces of the steels.

Results showed that Sb added can consume H⁺ in the solution, thereby preventing the oxygen reaction to slow down the corrosion rate. Meanwhile, a stable and insoluble substance (Sb₂O₃) in the acidic solution would be produced when the reaction of the product of Sb and H⁺ with the enough dissolved oxygen in the solution. Due to the precipitation of Sb₂O₃ and iron oxyhydroxides, the rust layer of Sb-containing steel became more uniform and compact, which resulted in better corrosion resistance in acid environment.

In this study, a new-type acid resistant low-alloy steel containing Sb was developed. Compared with the results, the corrosion mechanism of the new-type low-alloy steel in acid environment was discussed.

It is perhaps not unfitting that I should begin my lecture by asking a rhetorical question:

The purpose of this work is to provide theoretical guidance and experimental analysis for optimized cathodic protection (CP) design of low alloy steel in deep water environments.

In the present study, the CP criteria of 10Ni5CrMoV low alloy steel were investigated in a simulated deep water environment (350 m) regarding the theoretical protection potential and measured protection potential. The influences of hydrostatic pressure (HP) and temperature were also discussed in detail. The theoretical protection potential was analyzed with the Nernst equation, and the measured minimum protection potential was derived by extrapolating the Tafel portion of anodic polarization curves.

The results indicate that the minimum protection potential of low alloy steel shifts to a positive value in a deep-ocean environment. This can be attributed to the combined effects of HP and the temperature. Moreover, the temperature has a stronger influence compared with HP. The results suggest that the CP potential criteria used in shallow water are still applicable in the deep ocean, which is further confirmed through the SEM and x-ray diffraction analysis of the corrosion products resulted from the potentiostatic cathodic polarization experiments at −0.85 V_CSE.

In recent decades, successful applications of CP for long-term corrosion protection of the steel components applied at a subsea level have enabled the offshore industry to develop reliable and optimized CP systems for shallow water. However, differences in the seawater environment at greater depths have raised concerns regarding the applicability of the existing CP design for deeper water environments. Hence, this research focuses on the CP criteria of low alloy steel in simulated deep water environment concerning the theoretical protection potential and measured protection potential. The influences of HP and temperature were also discussed.

The full development of marine technologies for the industrial exploitation of deep‐sea resources requires the availability of exhaustive engineering data on the degradation of constructional materials when immersed at great length in ocean environments. An overall review of behavioural figures from reliable sources allows to point out major weaknesses and uncertainties with candidate alloys and consequent demands for ameliorative and innovative investigation. Prominent objects of research can be envisaged, accordingly, in: (i) formulating low‐alloy steels whose surface is chemically convertible (by suitable pretreatments or free corrosion itself) so as to abate the rate of oxygen cathodic reduction i.e. the current density required for cathodic protection; (ii) singling out high‐strength steels whose resistance to corrosion‐fatigue and hydrogen embrittlement is in proportion to the strength level; (iii) developing cheaper alternatives to high‐molybdenum stainless alloys resistant to localised corrosion; (iii) combining (in optimal composites) the outstanding resistance of titanium to saltwater corrosion and the low‐cost good mechanical properties of steels.

This article is written from the viewpoint of a structures engineer who has to make the best use of the materials available, rather than that of the metallurgist who aids their production or development.

This paper aims to discuss that a WC/Co-Cr alloy coating was applied to the surface of H13 steel by laser cladding.

The oxidation behavior of the WC/Co-Cr alloy coating at 600°C was investigated by comparing it with the performance of the steel substrate to better understand the thermal stability of H13 steel.

The results showed that the WC/Co-Cr alloy coating exhibited better high-temperature oxidation resistance and thermal stability than did uncoated H13 steel. The coated H13 steel had a lower mass gain rate and higher microhardness than did the substrate after different oxidation times.

The WC/Co-Cr alloy coating was composed of e-Co, CW3, Co6W6C, Cr23C6 and Cr7C3; this mixture offered good thermal stability and better high-temperature oxidation resistance.

THE use of metals at temperatures in excess of 1,200 deg. F. and up to temperatures in the vicinity of their melting points is a challenging and fascinating portion of the fight to pass the heat barrier in the design and performance of aircraft and their power plants. The materials available for service in this temperature range are restricted. The considerations of designing structural components involve many more problems than the old criteria of strength to weight ratio and fabrication costs. Such properties as thermal expansion, heat conductivity, surface emissivity and scaling resistance are as important in determining which metal should be used for a given application as are the various measurements of strength heretofore the primary considerations in material selection.

This paper aims to evaluate the sulfide stress cracking (SSC) resistance of L80 casing steels with different alloying chemistries (e.g. Ti-B and Mn-Cr-Mo) by correlating the reduction in area ratio with the mechanical property, inclusion and carbide.

SSC tests were conducted in 5.0 Wt.% sodium chloride and 0.5 Wt.% acetic acid solution saturated with H₂S using constant load tensile method. The microstructure and fracture morphology of the steel were observed using scanning electron microscope. The inclusion and carbide were identified by energy dispersive spectroscopy and auger electron microscope.

Among all the testing steels, electric resistance welding (ERW) L80-0.5Mo steel demonstrates the highest SSC resistance because of its appropriate mechanical properties, uniform microstructure and low inclusion content. The SSC resistance of L80 steels generally decreases with the rising yield strength. The fracture mode of steel with low SSC resistance is jointly dominated by transgranular and intergranular cracking, whereas that with high SSC resistance is mainly transgranular cracking. SSC is more sensitive to inclusions than carbides because the cracks are easier to be initiated from the elongated inclusions and oversized oxide inclusions, especially the inclusion clusters. Unlike the elongated carbide, globular carbide in the steel can reduce the negative effect on the SSC resistance. Especially, a uniform microstructure with fine globular carbides favors a significant improvement in SSC resistance through precluding the cracking propagation.

The paper provides the new insights into the improvement in SSC resistance of L80 casing steel for its application in H₂S environment through optimizing its alloying compositions and microstructure.

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.