Aerospace Materials

tute of Space Technol

ti ogy
Ins

Aerospace Materials Assignment 1

Material Selection for Aerospace Components –
Boeing 757
Submitted to: Mr Nouman Haider
Submitted by:
Name Laiba Shehzadi Ali Haider Syeda Rumesa Ali
Reg No. 220101083 220101087 220101053
 Aerospace Materials

Contents
Introduction to Aircraft Design Requirements: .............................................................................5
Components to be Covered: .................................................................................... 6
Material Selection for Key Components:.......................................................................................6
1. Engine Components: ........................................................................................................6
2. Fuselage:..........................................................................................................................7
3. Wings: ........................................................................................................................... 12
4. Landing gears: ............................................................................................................... 14
5. Control Surfaces and Interiors: ...................................................................................... 17
Material Properties and Performance Evaluation: ...................................................................... 18
1. Engine Components ....................................................................................................... 18
2. Control Surfaces and Interiors........................................................................................ 23
3. Wings: ........................................................................................................................... 26
4. Landing Gear: ............................................................................................................... 29
5. Fuselage:........................................................................................................................ 31
Conclusion: ............................................................................................................................... 37
Bibliography: ............................................................................................................................. 39
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LIST OF FIGURES

Figure 1 Boeing 757 ....................................................................................................... 5

Figure 2 Winglet .......................................................................................................... 14
Figure 3 Landing Gears ................................................................................................ 16
Figure 4 Tires .............................................................................................................. 17
Figure 5 Deformation as a function of time for Aluminum Alloy (2024-T3)......................... 19
Figure 6 : Deformation as a function of time for Titanium Alloy (Ti-6Al-4V) ........................ 19
Figure 7 Temperature vs Stress Graph for Nickel-Based Superalloy (Inconel 718) ............. 21
Figure 8 Temperature vs Stress Graph for Ceramic Matrix Composites (CMCs) ................ 22
Figure 9 Comparison Chart .......................................................................................... 36
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Copyright © 2024

This document is jointly copyrighted by the authors and the Institute of Space Technology
(IST). The author and IST can use, publish, or reproduce this document in any form. Under
copyright law, no part of this document can be reproduced by anyone, except copyright
holders, without the permission of the author
 Aerospace Materials

Introduction to Aircraft Design Requirements:

As a narrow-body airliner, the Boeing 757 operates in different environments where it faces
specific design challenges. While designed primarily for short to medium length routes, its fuel
efficiency, passenger comfort and safety on low temperature/high altitude where it was
optimized also make it a logical choice as the 737-replacement given that this mission profile
defines most of narrow-body segment whose regional jets are too small or designs
overdeveloped.

It faces problems on weight limit concerns, fuel efficiency durability factors, and environmental
pressures with the Boeing 757 aircraft design. Engineers adjusted some structural strength by
infusing materials such as alloys on aluminum and composites with the purpose of its application
to the aircraft because payload could not exceed these maximum weight limits. In this category,
features of aerodynamics like winglets have been incorporated to ensure efficiency in terms of
fuel consumption. Furthermore, as far as the engines are concerned, it ensured balance thrust
with lower fuel burn and emissions with Pratt & Whitney PW2040 or Rolls-Royce RB211. It
also ensured durability and easy maintenance provided that the noise and emissions regulations
were strictly met for commercial airliner repute.

Figure 1 Boeing 757

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Components to be Covered:

• Fuselage
• Wings
• Landing Gear
• Engine Components
• Control Surfaces and Interiors:

Material Selection for Key Components:

1. Engine Components:

a) Compressor Components

Materials Used: Compressor blades and cases are usually made of titanium alloys and
aluminum alloys.

Reason for Selection:

Titanium Alloys: These have an exceptional strength-weight ratio and very high levels of
resistance to fatigue corrosion, thus suitable in the demanding operating conditions expected in
the engine.

Aluminum Alloys: Due to their relatively light weight coupled with ease in fabrication, these are
used wherever the element does not incur extreme stresses either thermally or mechanically.

b) Turbine Components

Materials Used: The superalloy nickel-based superalloy is used to make these turbine blades as
well as disks.

Reason for Selection:

Nickel-Based Superalloys: These materials have excellent properties: strength and stability at
elevated temperatures and resistance to high levels of thermal and mechanical stress found in the
environment of a turbine. They also provide superior fatigue properties and corrosion
performance, both of which are critical factors for engine life.

High-Strength Steel: Has the strength necessary to restrain combustion pressures but at a
reasonable price.
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Nickel-Based Alloys: Utilized wherever the temperature is high. It has excellent resistance to
oxidation and thermal stability.

c) Fan Components
Materials Used: Fan blades are composite materials or titanium.

Reason for Selection:

Composites: Light-weight and strong, this composite material reduces the total weight of the
engine, therefore giving improved efficiency.

Titanium: These have strength and corrosion-resistance features, which explain why it is used on
the high stress fan stage.

d) Engine Cases

Material Used: The engine case is made from aluminum alloy and composite materials.

Reasons for this selection:

Aluminum Alloys: Light in weight and relatively inexpensive to manufacture, thus sufficient for
cases.

Composites: Used in small areas to minimize weight and enhance aerodynamics.

e) Bearings and Seals

Materials Used: Bearings are typically ceramic or special alloy steels, whereas seals may use
high-temperature elastomers.

Reasons for this selection:

Ceramic bearings: Less friction and better engine performance at high temperatures can lead to a
more energy-efficient engine.

High-temperature elastomers: ensure reliable sealing with good flexural and tensile modulus
even under extreme conditions.

2. Fuselage:

a) Outer Skin:
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Materials Used: High-strength aluminum alloy, usually 2024-T3 or 7075-T6, is the material
used for the outer skin.
Reasons for this selection:

Strength-to-weight ratio: Aluminum alloys offered a light yet strong material that can withstand
flight stress and air pressure.
The second property very relevant to air operations is corrosion resistance because aircraft
operate through a diverse range of atmospheres, altitudes and weather.
Fatigue Resistance:
Fatigue resistance is the ability of the outer skin to withstand repeated cycles of pressurization
and depressurization over time.
b) Frames and Stringers:

Materials used: Aluminum Alloy

Reasons for this selection:

Structural Integrity:

The fuselage's ability to withstand internal and external stresses and retain its shape depends
on its frames and stringers.

Flexibility and Durability:

The ability of aluminum alloys to effectively absorb and distribute loads guard against
deformation and fortifies the structure.
Lightweight:

Guarantees that the aircraft maintains its maximum weight without sacrificing strength.

c) Bulkheads:
Material Used: Aluminum Alloy and Titanium in some high-stress areas.

Reasons for this selection:

Load Distribution:

Aluminum alloys are utilized for a sturdy, lightweight structure since bulkheads are essential for
splitting cabin portions and redistributing loads.
Corrosion Resistance:

The bulkheads' endurance is increased by the materials' resistance to environmental influences.

Titanium Use:
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Because of its greater strength and resistance to temperature, titanium may be utilized for
bulkheads close to the aircraft's tail, where greater stress is experienced.

d) Cockpit:
Material Used: Aluminum Alloy for structural parts; Composites for interior panels.

Reasons for this selection:

Structural Safety:
Aluminum alloys provide strength without being overly heavy, which is necessary for the
cockpit structure to protect the crew and instrumentation.
Weight Reduction:

To reduce weight and improve fuel efficiency, composites are employed for interior fittings.
Fatigue Resistance:

In the cockpit, the aluminum alloys' ability to withstand pressurization cycles is crucial.

e) Passenger Doors and Cargo Doors:

Material Used: Aluminum Alloys with Composite Panels.

Reasons for this selection:

Strength and Durability:

Aluminum gives doors the strength they need to endure heavy loads from external factors and
pressurization.
Corrosion Resistance:

Aluminum alloys' ability to withstand corrosion is essential for doors subjected to operating
wear and fluctuating weather conditions.
Weight Savings:
Composite panels are frequently utilized to lighten doors without sacrificing their structural
soundness.

f) Floor Beams:
Material Used: Aluminum Alloy with Selective Use of Composites.
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Reasons for this selection:

Bearing Weight Capacity:

Aluminum gives floor beams the strength they need to sustain the weight of passengers, cargo,
and seats.
Weight Reduction:

Composites are used in non-critical floor regions to cut weight without sacrificing structural
requirements.

Durability:

Aluminum provides important resistance to corrosion and wear on heavily used floors, where its
exploitation extends the life of the floor structure.

g) Wing-to-Fuselage Fairing:
Material Used: Aluminum and Composite Materials.

Reasons for this selection:

Aerodynamic Efficiency:

Composite weight saving while maintaining aerodynamic curves since the fairing is designed to
minimize drag and drag generation between the wing and the fuselage

Corrosion Resistance:

These materials should be resistant to corrosion as they are in contact with the external
environment

Thermal insulation:
Greater thermal insulation provided by composites shields the structure from temperature
variations due to aerodynamic heating.

h) Tail Section:
Material Used: Primarily Aluminum Alloys, with Titanium in critical areas.
Reasons for this selection:

Structural Integrity:

The reason for using aluminum alloys in the tail is due to the strength-to-weight ratio as it is
exposed to heavy aerodynamic forces.
Corrosion and Heat Resistance:
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Due to the forces of aerodynamics on the tail section, titanium must resist high temperatures and
high stress.

Durability:

The long life of operation of the tail structure is ensured by the resistance to fatigue and
corrosion of titanium and aluminum.

i) Interior Panels and Insulation

Material Used: Lightweight Composite Materials and Fire-Resistant Fabrics.

Reasons for this selection:

Weight Reduction:

Composites also assist in reducing the overall weight of a fuselage by offering alternatives
for lightweight interior panels.

Thermal and Acoustic Insulation:

Insulation materials will control cabin temperatures and also reduce noise levels to make the
passenger feel comfortable.

Safety:
Fire-resistant clothing and fabrics also contribute to the security of a passenger in the event of
fire while on the trip.

j) Fasteners and Joints

Material Used: Titanium and High-Strength Steel.
Reasons for this selection:

High Stress Tolerance:

Titanium's strength is perfect for withstanding stress without becoming fatigued because
fasteners are essential for attaching fuselage parts.
Corrosion Resistance:
Titanium has a high level of corrosion resistance, which is crucial for the durability of fasteners
and joints that are subjected to different environmental conditions.
Compatibility with Other Materials:

Titanium fasteners minimize corrosion caused by metal incompatibility by working well with
aluminum.
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3. Wings:
The wings of Boeing 757 basically consist of lightweight but high-strength
material. Aluminum alloy is the major part composing these wings, which happens to be
basically a 2024/7075 alloy mix. It balances the strength, lightweight, and resistance to
corrosion. The use of 2024/7075 alloys in aircraft structures has been found very prevalent in
aircraft as it can stand the stress and fatigue provided by the cycle of flying. Except for
aluminum, composites are used in parts of the wing so that it can have structures even lighter
without reducing its structural strength. Carbon fiber polymers are also used in the formation of
wings of the aircraft because it helps to generate the lift of the aircraft and it is also high strength
metal.
Material used:

• Aluminum alloys
• Composites
Reason for this selection:

Aluminums Alloys:
Especially 2024 and 7075, aluminum alloys comprise the structural components utilized in the
757 for its fuselage, wings, and tail.
1) Production of Lift:

The wing structure should be of aluminum alloys that are capable of withstanding
high stress and supporting the forces of lift. The alloys provide the strength and stiffness required
to maintain rigid wings under load, which supports a predictable and stable lift profile.

Aluminum alloy wings are strong; hence the air stream will be laminar; which means uniform
lift and enable wings to operate at speeds and altitudes.

2) Aerodynamic Efficiency:
Aluminum's strength will allow precise machining; so there is smooth,
streamline wing surface that reduces drag. The aerodynamic outline of these components damps
down turbulent flow, an important consideration for efficiency optimization.

Aluminum alloys are relatively lighter than other metals but still do not make the
aircraft light enough to produce enough lift without requiring the production of higher thrusts.

3) Balance between Fuel Efficiency:

Lighter and stronger aluminum alloys - the aircraft will weigh a lot more
than it does with modern composite materials, so more fuel is consumed to generate lift for the
 Aerospace Materials

aircraft, thereby making this configuration less efficient in comparison with lighter designs heavy
with composites.

For its time, however, the strength-to-weight ratio of aluminum was perfect,
and its easy machinability supported fuel-saving design optimizations.

Composite materials:

Even though the 757 was designed when composites were not a part of the primary
structures, some composites have been used in some of the secondary components such as
fairings, control surfaces, and other interior components.

1) Weight saving and lift generation:

Composites are not as heavy as the classic metals; an aircraft is going to be

more lightweight and therefore not require that much lift to get airborne and therefore uses less
fuel because the engines don't have to work that hard.
Lighter composite control surfaces such as flaps and ailerons can reduce the wing loading with
faster response time to the maneuvers. That means enhancement of lift control.
2) Improved Aerodynamic Performance:

Composite materials can be molded to provide detailed information in intricate shapes with a
finish. The outcome is substantially improved airflow and a great cut in parasitic drag especially
in areas like fairings and winglets where the profile accuracies become critical.

Nonstructural components minimize aircraft mass and as a result lift to mass ratio is augmented;
It will be more aerodynamic; no heavy structural strength material needs to be provided.

3) Reliability and Servicing:

There is anticorrosive and resistant against fatigue effect; So servicing requirements decreased
and they have aerodynamically existed longer. Durability to longer period with respect to
reliability is an aerodynamic sense for uniform effectiveness.
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Figure 2 Winglet

• Citation: [Link]

4. Landing gears:
The landing gears of boing 757 is mainly composed of high strength
steel and titanium alloys. They have been selected based on certain properties:

• High-strength Steel: Steel does not suffer from the problem of fatigue and contains a
high yield strength, besides durability. It can be used as a structural component that
essentially experiences very high stresses under impact loading conditions during
landing.
• Titanium Alloys: Highly strong, lightweight metal and has resistance to corrosion; used
for all critical parts which require an absolute weight-saving capability without strength
loss. All those parts were pistons along with some other exposed components which must
bear hydraulic fluids and conditions of the atmosphere.

Material used:

• High strength steel

• Titanium alloys
Reason for this selection:

High-Strength Steel

• Fatigue Resistance:
It requires high-strength steel because these components are under
takeoff and landing as well as taxiing all the time. It is strengthened to withstand cyclic
 Aerospace Materials

stresses which come repeatedly. It will stop cracks from initiation that may otherwise
cause failure of a component. High strength steel alloys have heat treated or shot peened
in order to make the surface hardness increase and delays crack initiation.
• High Impact Load:
High-strength steel provides good toughness and, hence, absorbs
impact energies of large magnitudes before fracture. Such toughness becomes very
important in landing gears and other structural components when subjected to stresses
resulting from landing, takeoff, and ground running. Sudden loads that cause impacts are
absorbed by steel, so both the landing gear and the structure are saved from the stress
build-up within a fraction of time.

Titanium alloys

• Fatigue Resistance:
Ti alloys exhibit significant resistance to fatigue, especially in
cyclic load conditions. This is essentially the characteristic of the crystal structure and low
density inherent to these alloys. They offer long-term integrity even for repeated stress cycles.
Thus, parts like an engine mount or a landing gear piston in aerospace applications endure very
large operational cycles without degrading; titanium's ability to resist fatigue is an important
factor here.

• High impact load tolerance:

Titanium alloys are quite resistant to impact strength, whereas they
are less dense than steel.

They can tolerate extremely high impact loadings from their combination
of the high tensile strength but modest hardness. From this, they can also be useful in aerospace
work that requires maximum material strength without any excess weight in a structure. High-
impact resistance by titanium also holds the potential to survive under high loads that are applied
without breaking.
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Figure 3 Landing Gears

• Tires:
Aircraft tires have specialized rubber formulation for resistance to conditions. Among the
materials used, the following are listed as part of aircraft tires:

• Natural and synthetic rubber:

All outsole plus most other kinds of rubber mixes are composed of natural and
synthetic rubber for strength and shock absorption.
• Nylon and Aramid:
High-strength nylon or aramid, such as Kevlar, is used for the casing layers
of the tires to give high-load resistance and impart structure.

• Steel:
Some aircraft tires utilize steel belts or reinforcement to give more durability to
puncture or cut resistance.
• Carbon Black:
This filler is rubber, making it strong and resistant to abrasion, heat, and
ultraviolet radiation. 5. Vulcanization Compounds: Rubber contains sulfur and other
forms of agents utilized in the vulcanization process that harden rubber and form elastic,
strength, temperature, and heat resistance materials. It supports the aircraft tire with
intense friction, temperature, and pressure at landing and taking off.
 Aerospace Materials

Figure 4 Tires

• Citation: [Link]

5. Control Surfaces and Interiors:

Control Surfaces
Control surfaces such as ailerons, elevators, and rudders are important for aircraft
maneuverability and are subjected to aerodynamic loads, environmental exposure, and
fatigue.

Materials Used: Aluminium Alloys, Composite Materials, Titanium

Reasons for Selection:

Aluminium Alloys: These include primarily 2024 and 7075 aluminum alloys for
lightweight control surfaces with a high strength-to-weight ratio. Aluminum has good
corrosion resistance when coated or plated and excellent resistance to fatigue is vital for
components that will experience continual aerodynamic forces.

Composite Materials: In other locations, the use of CFRP reduces weight further and has
better structural integrity for the control surfaces. With good tensile strength, low thermal
expansion, and resistance to environmental conditions, CFRP composite is an excellent
application in those areas, reducing the need for frequent maintenance and enhancing fuel
efficiency.

Titanium: It is used wherever high strength and durability are important, such as hinges
and attachment points of control surfaces. It provides a strong, reliable component with
good resistance to corrosion and high-stress operating conditions.

Interior Parts
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Materials Used: Lightweight Plastics and Composites, Aluminum and Magnesium

Alloys, Fire retardant fabrics and foams, Laminates and Composites

Reasons for Selection:

Lightweight Plastics and Composites: Most of the materials used in cabin panels, seating
frames, overhead bins, and sidewalls are polycarbonate, ABS (acrylonitrile butadiene
styrene), and fiber-reinforced plastics. These are chosen because they are light in weight,
yet very strong and can be molded into very complex shapes.
Aluminum and Magnesium Alloys: seat frames and structural interior components are
used with strength without adding weight. Fuel efficiency can be improved.
Fire retardant fabrics and foams: seat upholsteries, floor carpets, and wall interior linings
are made of fire-retardant materials that conform to aviation safety standards. Fabrics are
usually treated to resist fire, while foams with comfort impact absorption are flame-
resistant.

Laminates and Composites: Laminated surfaces and composite materials are used for
lavatory and galley areas where wear and moisture would naturally be encountered. Such
material resists corrosion, cleaning is easy, and such material is more durable than
standard materials.

Material Properties and Performance Evaluation:

1. Engine Components
1. Compressor Parts
Material Type: Titanium Alloys-Example Ti-6Al-4V
Physical Properties:

Ultimate Tensile Strength: ~ 900 MPa at Room Temperature

Thermal Stability: Resists degradation to around ~ 600°C after which the strength goes
severely low.

Fracture Toughness: Is extremely high around 50 MPa√m thereby giving it a good chance
against crack propagation under stresses

Fatigue Life: Is highly resistant to cyclic fatigue; thus, ideal parts which have to undergo many
load cycles

Alloy used in its place: Aluminium Alloys- example 2024-T3

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Advantage: Aluminum is the lighter material. Its tensile strength-to-weight ratio is not very bad,
hence, preferred.

Disadvantage: Less thermal stability (~150°C). Lagging the fatigue resistance of the alloy of
titanium. Hence it cannot be used in the areas of the compressor where application at high
temperature is associated.

Comparison Chart:

Property Titanium Alloy (Ti-6Al-4V) Aluminum Alloy (2024-T3)

Tensile Strength (MPa) 900 480
Thermal Stability (°C) 600 150
Fracture Toughness (MPa√m) 50 25
Fatigue Resistance High Moderate

Figure 5 Deformation as a function of time for Aluminum Alloy (2024-T3)

Figure 6 : Deformation as a function of time for Titanium Alloy (Ti-6Al-4V)

2. Turbine Parts
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Material Used: Nickel-Based Superalloys, such as Inconel 718

Properties:

Tensile Strength: ~1400 MPa, retains strength well even at high temperatures.

Thermal Stability: Excellent thermal stability up to ~1000°C, and thus capable of tolerating
extreme turbine environments.

Fracture Toughness: About 100 MPa√m, provides strong resistance to the propagation of cracks
even under high temperatures.

Fatigue Life: Very high and can be used in a turbine blade subjected to significant cyclic loads.

Alternative Material: Ceramic Matrix Composites (CMCs)

Advantages: The higher working temperature is allowed (1200°C), lower densities, and good
efficiency can be achieved for fuels.

Disadvantages: They offer generally lower toughness for crack propagation, with tendencies
towards cracking under stress in general. More costly to prepare and also are a highly complex
product.

Comparison Chart:

Property Nickel-Based Superalloy Ceramic Matrix

(Inconel 718) Composites (CMCs)
Tensile Strength (MPa) 1400 ~500-800
Thermal Stability (°C) 1000 1200
Fracture Toughness (MPa√m) 100 ~5-15
Fatigue Resistance Very High Moderate
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Figure 7 Temperature vs Stress Graph for Nickel-Based Superalloy (Inconel 718)

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Figure 8 Temperature vs Stress Graph for Ceramic Matrix Composites (CMCs)

Combustion Chamber
Material Used: Nickel-Based Alloys and High-Strength Steel

Properties:

Tensile Strength: The tensile strength of nickel alloys used in combustion chambers is in the
range of 1300 MPa.
Thermal Stability: It is stable up to 1100°C, which ensures containing combustion heat.

Fracture Toughness: Its fracture toughness is pretty high, around 80 MPa√m. So, it can stand a
lot of thermal cycles without cracking.

Fatigue Life: It has an extremely high fatigue life because of the repeated thermal and
mechanical stresses without cracking.

Alternate Material: Titanium Alloys

Advantages: Good strength-to-weight ratio along with corrosion resistance.

Disadvantages: Thermal stability is relatively low, around ~600°C, which makes it less
applicable for hard conditions existing in the combustion chamber.
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Comparison Chart:

Property Nickel Alloy (e.g., Inconel) Titanium Alloy (Ti-6Al-4V)

Tensile Strength (MPa) 1300 900
Thermal Stability (°C) 1100 600
Fracture Toughness (MPa√m) 80 50
Fatigue Resistance High Moderate

3. Fan Blades
Material Used: Composite Materials Carbon Fiber Reinforced Polymer - CFRP

Properties:
Tensile Strength: The tensile strength can be as high as ~1000 MPa based on the fiber
orientation and resin.

Thermal Stability: Good stability up to ~300°C. Suits the cooler fan section of the engine.
Fracture Toughness: Moderate, around 30-40 MPa√m, but with a very high strength-to-weight
ratio.
Fatigue Life: Excellent fatigue resistance. The cyclic loads experienced by the fan blades are
well matched.

Alternative Material: Titanium

Advantages: Titanium is highly strong and corrosion resistant with higher fracture toughness.

Disadvantages: Titanium is heavier in comparison to CFRP. Fuel consumption might increase

and the engine performance may be degraded.

Comparison Chart:

Property CFRP Titanium Alloy (Ti-6Al-4V)

Tensile Strength (MPa) ~1000 900
Thermal Stability (°C) 300 600
Fracture Toughness (MPa√m) 30-40 50
Fatigue Resistance Excellent High

2. Control Surfaces and Interiors

a) Ailerons, Elevators, and Rudders
Material Used: Aluminum Alloys (e.g. 2024-T3)
Properties:
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Tensile Strength: 470 MPa

Thermal Stability: Up to ~150°C

Fracture Toughness: Moderate, about 25 MPa√m

Fatigue Life: Good at lower temperatures and non-extreme cyclic loads.

Corrosion Resistance: Good, especially when anodized or treated.

Advantages: Aluminum alloys are lightweight, economical, and can be easily repaired.
Therefore, aluminum alloys are suitable for control surfaces, which are subjected to only
moderate stresses.

Disadvantages: Aluminum alloys are thermally unstable and relatively low in fatigue strength
for applications involving high stresses when compared to composites.

Alternative Materials:

Carbon Fiber Reinforced Polymer (CFRP)

Tensile Strength: 600–900 MPa depending on the orientation of fibers

Thermal Stability: Up to ~300°C

Fracture Toughness: Moderate, 30–40 MPa√m

Fatigue Life: Excellent, withstands high-cycle fatigue because of the structure of carbon fibers.

Resistance to Corrosion: Excellent, since composites cannot corrode like metals

Advantages: CFRP has an excellent strength-to-weight ratio compared to aluminum and a

higher resistance to fatigue; it is hence very stiff in applications that have large stresses.

Disadvantages: Compared to aluminum, CFRP is expensive and not so easy to repair, especially
in site conditions.
Titanium Alloys (Ti-6Al-4V)

Advantages: Excellent strength; excellent resistance to fatigue; excellent resistance to corrosion;

good thermal stability up to 600°C.

Disadvantages: Heavy and more expensive compared to aluminum and CFRP; it is hard to
process, hence high production cost.

Glass Fiber Reinforced Polymer (GFRP)

Advantages: GFRP is less expensive compared to CFRP. The tensile strength is good and also
resistant to corrosion.
 Aerospace Materials

Disadvantages: GFRP is weak both in strength and stiffness that makes it not to be considered in
control surface high-stress applications.

Comparison Chart:

Property Aluminum CFRP Titanium Alloy GFRP

Alloy (2024-T3) (Ti-6Al-4V)
Tensile Strength 470 600–900 900 300–500
(MPa)
Thermal 150 300 600 200
Stability (°C)
Fracture 25 30–40 50 20
Toughness
(MPa√m)
Fatigue Moderate Excellent High Moderate
Resistance

b) Cabin Panel, Seat, Overhead Compartment, and Flooring

Materials Used: Polycarbonate and ABS

Tensile Strength: 60-80 MPa in polycarbonate 40-60 MPa in ABS

Thermal Stability: Limited about 100 to 130

Fracture Toughness: The impact toughness in polycarbonate is rated high

The thermal and flammability toughness are approximately average rate.

Aviation grade material must be subjected to proper flammability resistance treatments for
assurance in flying.

Advantages: Light in weight and can be molded into complex shapes. They are used for seats,
panels, and other interior structures.

Disadvantages: Poor thermal stability, and ABS degrades upon exposure to UV.

Fire-Retardant Fabrics and Foams

Properties: These materials are selected based on their ability to meet the stringent aviation
flammability standards. They are comfortable, impact-absorbing, and highly resistant to fire.

Advantages: Flame-resistant, easy to maintain, and comfortable for passengers.

Disadvantages: Synthetic materials and foams degrade with time, become worn out, and need to
be replaced.
Alternative Materials
 Aerospace Materials

Magnesium Alloys

Advantages: Magnesium alloys possess good tensile strength but are light in weight; therefore,
they are applied for structural parts of seats and interior panels.

Disadvantages: Magnesium is highly inflammable and needs special treatment and is more
prone to corrosion than other materials.

Aluminum Honeycomb Panels

Advantages: Very light in weight, exhibits excellent strength-to-weight ratios, and is widely
employed for flooring and partitions

Disadvantages: Slightly expensive and susceptible to easy denting, which again affects aesthetic
appeal and has a higher maintenance cost.
Comparison Chart:

Property Polycarbonate ABS Magnesium Aluminum

Alloy Honeycomb
Panel
Tensile Strength 60–80 40–60 ~200 400 (core
(MPa) material varies)
Thermal 130 100 200 150
Stability (°C)
Fracture High Moderate Moderate Moderate
Toughness
(MPa√m)
Fire Resistance High (with High (with Low (without Moderate-High
treatment) treatment) treatment) (with treatment)

3. Wings:
Aluminum Alloy 2024
This is a very high-strength alloy, and its high-strength fatigue application falls in a wide range
of industries that also include the aerospace for construction of component parts.

• Composition: Aluminum, 3.8–4.9% of copper, 0.3–0.9% manganese and 1.2-1.8% of

magnesium
• Density: 2.78g/cm3
• Ultimate Tensile Strength: 470 MPa (68,000 psi) at T3 temperature
• Fatigue resistance: Very high, sheet and thin wall structures.
• Machinability: Good but with lots of special care to prevent crack during machining.
• Resistant to Corrosion: Medium; typically to be treated with surface for aerospace
application.
 Aerospace Materials

• Used for: Typically applied for fuselage skins, structure of the wing, etc in which the
strength to the weight ratio and the toughness against fatigue are expected.
Aluminum 7075 Alloy
Aluminum 7075 is high strength alloy and it is used for high loaded structures like wings of the
aircraft.

• Composition:
5 to 6 percent zinc, 2 to 3 percent magnesium, and 1 to 2percent copper with
trace elements of chromium.
• Density:
2.81 g/cm³
• Tensile Strength:
The tensile strength is as high as 572 MPa (83,000 psi) in the T6 temperature.
• Yield Strength:
503 MPa (73,000 psi) in T6 temperature.
• Fatigue Resistance:
It has very good fatigue resistance, however it is lesser than that of 2024;
hence, it has extraordinary resistance in applications of highly stressed.
• Machinability:
Good, especially for precision parts due to ease in machining.
• Rust resistance:
Less than 2024, anodizing or a surface treatment is typically necessary.
• Application:
The application is for aircraft wing spars, landing gear components, and other
high-stress, critical structures.

Carbon fiber reinforced polymer:

1) Strength to Weight Ratio:

The strength is as good or better, but CFRP is much lighter than aluminum and titanium.

• Density: Normally it is in the range of 1.6 g/cm³, which is significantly low compared to
aluminum (~2.7 g/cm³) and steel (~7.8 g/cm³).
• Tensile Strength: It is in the range of usually 500-1000 MPa. This also depends upon the
resin type and fibres orientation.

2) High Stiffness:

Very stiff composite, particularly in the direction of the fibres, for high rigidity.

• Young's modulus: Typically 70 to 150 GPa to be used for structural application where
the large forces applied on it that would have no deformation.
 Aerospace Materials

3) Fatigue Resistance:

The CFRP also has a good resistance to fatigue. It maintained its structure under
cyclic stresses with no appreciable degradation.

This resistance makes it appropriate for aircraft parts that have cyclic loads such as wings and
fuselage parts.

4) Corrosion Resistance:

CFRP does not corrode as metals do, especially in aerospace where moisture, salt,
and tidal action may make the corrosion of the metal parts occur faster.

It requires lesser servicing and replacement since it has natural immunity to corrosive activities.

5) Thermal Stability:

Low coefficient of thermal expansion, it retains both size as well as shape even by
several temperature extremes.

This high-temperature resistance is very much significant in aeronautic applications in which

components are exposed to extreme variations in temperature

6) Low Thermal Conductivity:

The CFRP will not transfer heat efficiently like a metal; this is applied
wherever the component is working in a sensitive temperature region that requires an insulation

7) Design Flexibility:

CFRP can be molded in complex shapes and optimized by fiber orientation for a
wide range of applications, therefore allowing designers to tailor parts to meet both strength and
aerodynamic needs.

Its flexural ability has allowed it to be employed in the manufacture of wing structures and
fuselage parts with curved geometries.

Comparison Chart:

Property Aluminum alloy Aluminum alloy 7075 CFRP

2024
Tensile Strength 470 572 600-900
(MPa)
Thermal Stability (°C) 150 120 300
Fracture Toughness 25 25-30 30-40
(MPa√m)
Fatigue Resistance Good Moderate Excellent
 Aerospace Materials

4. Landing Gears:
High-strength Steel:

High-Strength Steel, or HSS, is designed to withstand more stress and impacts without losing
much weight. Below are the essential properties:

1) Yield Strength:

Yield strength has generally varied within the range 250 and 550 MPa, or
36,000-80,000 psi. Ultra-high strength steel sometimes presents its values even above 1000 MPa.
Which in return means that that this yield strength is valued highly due to the tendency to hold
against deformation due to applied stresses.

2) Tensile Strength:

HSS usually varies from 500-1,500 MPa in tensile strength. It is very resistant
to tensile or pull or tensile forces. Such an application will have more emphasis on durability and
load-carrying capacity.

3) High hardness:

Its hardness varies widely with the alloy, although HSS generally exhibits high
hardness in resisting abrasion and wear. Ranges could be 300-700 HB, as Brinell Hardness is
applied.
4) Fatigue strength:

HSS does not have the propensity to fail by fatigue as it can withstand repeated
cycling of stress, especially for components like landing gears which face repeated stresses of
loading and unloading.

5) Ductility:
High strength steels possess relatively reduced ductility as compared with the low-
carbon composition; however, they feature a degree of ductility that rules out the susceptibility to
brittle fracture due to extreme loads.

6) Toughness:

HSS-though strong, it retains a toughness that allows it to absorb a suitable amount of

energy before breaking that gives it impact resistance character

7) Corrosion Resistance:
The chromium and other alloying elements contained in HSS grades have corrosion
resistance specifications that are essential for exposure in aerospace applications.

8) Weight Efficiency:
 Aerospace Materials

HSS has a strength-to-weight ratio; this gives the scope of reducing weight in its
entirety on the component without impacting performance; this is one of the critical areas for the
aviation industry.

Titanium alloys:

Titanium alloys are high strength, light, and corrosion resistant. Such properties are ideal for
applications in aerospace, like landing gears. Some of the major properties are:

1) Strength to weight ratio:

As hard as steel but approximately 45 percent lighter, strength to

weight benefit in some applications is huge in comparison with weight being a decisive
variable; some of its alloys have yield strength range between 480 and 1,400 MPa.

2) Corrosion Resistance:

As the oxide layer is inherently formed in titanium, it ensures excellent corrosion

resistance even for extreme conditions like sea water, which is excellent for aerospace as well as
marine applications.
3) Fatigue Resistance:

The material exhibits high resistance against fatigue and stress cracking, making
it ideal for all those parts where cyclic loads prevail, such as landing gear application.

4) High Melting Point:

Titanium alloys can withstand as much as 1,650°C or 3,000°F so that it is

useful in maintaining its strength at high temperatures.

5) Biocompatibility:

Titanium is nontoxic and biocompatible, so it is mostly applied in medical

implants. That aside has nothing to do with anything in aerospace but tells of how safe as a
whole it is.
6) Low Thermal Expansion:

Titanium expands very little with changes in temperatures compared to others,

which means less thermal stress in hot applications.

7) Medium Hardness:

Though softer than a few other types of steel, titanium alloys are normally hard
with high wear resistance. The ranges can vary somewhat, and values in the 250-400 HV range
for the different types are common.
8) Creep Resistance:
 Aerospace Materials

Titanium alloys have developed high resistance to creep which is deformation due
to constant stress at higher temperature conditions. The part must withstand deformed condition
when it encounters tensile stress.

9) Ductility and formability:

Even if much harder than steel, titanium alloys can be forged and machined
through a few specific procedures that will enable it to be formed in more complex shapes.

10) Low Density:

With a density of around 4.5 g/cm³, titanium alloys are about 60% of the weight of
steel, so structural efficiency drives most applications where weight is the primary concern.

Comparison Chart:

Property High strength steel Titanium Alloy

Tensile Strength (MPa) 500-700 275-450
Thermal Stability (°C) 300-400 500-600
Fracture Toughness (MPa√m) 30-100 50-80
Fatigue Resistance Good Excellent

5. Fuselage:
1. Outer Skin
• Material Used: Aluminum Alloy (2024-T3)

Properties:

• Tensile Strength: 483 MPa of tensile strength

• Thermal Stability: Up to about 200°C, thermal stability is effective.

• Fracture Toughness: ~50 MPa·m^0.5

• Fatigue Life: High, suitable for cyclical loads

Alternative material:

Composite materials, such as carbon fiber-reinforced polymer, are an alternative material.

Advantages:

Benefits include reduced weight, improved resistance to corrosion, and possibly longer
fatigue life.
Disadvantages:
 Aerospace Materials

Reduced fracture toughness, increased expense, and more intricate repair requirements
are drawbacks.

2. Frames and Stringers

• Material Used: Aluminum Alloy (7075-T6)

• Properties:

o Tensile Strength: ~570 MPa

o Thermal Stability: Good thermal stability at operational temperatures

o Fracture Toughness: ~30-35 MPa·m^0.5

o Fatigue Life: Moderate, but with good resistance under high cycles
Alternative material:

Titanium alloys (such as Ti-6Al-4V) are an alternative material.

Advantages:
Benefits include superior corrosion resistance, longer fatigue life, and a higher tensile strength
(~900 MPa).

Disadvantages:
Higher density and far higher cost are drawbacks.

3. Bulkheads
• Material Used: Aluminum Alloy, Titanium in high-stress areas

• Properties:

o Aluminum Alloy Tensile Strength: ~450 MPa

o Titanium Tensile Strength: ~900 MPa

o Thermal Stability: Aluminum (Moderate); Titanium (High stability at high

temperatures)

o Fracture Toughness: Titanium (60-100 MPa·m^0.5)

o Fatigue Life: Aluminum (Moderate), Titanium (High, due to high fracture

toughness)

• Alternative material:
Steel alloys, such as 17-4 PH stainless steel, are an alternative material.
Advantages:
Benefits include superior fatigue life and tensile strength.
 Aerospace Materials

Disadvantages:
Significantly increased density and weight.

4. Cockpit
• Material Used: Aluminum Alloy, Composites for interior panels
• Properties:
o Aluminum Tensile Strength: ~450 MPa
o Composite Tensile Strength: ~350 MPa (carbon fiber reinforced)
o Fracture Toughness: Aluminum (Moderate), Composite (Lower)
o Fatigue Life: Aluminum (Good); Composites (Excellent but dependent on fiber
orientation)
• Alternative material:

Magnesium alloys are an alternate material (for interior sections).

Advantages:
Benefits: Excellent fatigue resistance and extremely light weight.

Disadvantages:
Reduced tensile strength and corrosion susceptibility are drawbacks.

5. Passenger and Cargo Doors:

• Material Used: Aluminum Alloy with Composite Panels

• Properties:

o Tensile Strength: Aluminum ~450 MPa, Composite ~350 MPa

o Fracture Toughness: Moderate for both

o Fatigue Life: High, suitable for pressurization cycles

• Alternative material:
High-strength steel is an alternate material.
Advantages:
Benefits include high fracture and tensile toughness.
Disadvantages:
Cons: Heavy, increasing the weight of the aircraft.

6. Floor Beams
• Material Used: Aluminum Alloy, Selective Composites
• Properties:
o Tensile Strength: ~450 MPa for aluminum
o Fatigue Life: Good due to cyclic load endurance

• Alternative material:
 Aerospace Materials

Composites made of carbon fiber are an alternative material.

Advantages:
Benefits include lightweight design and superior fatigue life.
Disadvantages:
Drawbacks: In certain situations, lesser fracture toughness and higher cost.

7. Wing-to-Fuselage Fairing

• Material Used: Aluminum, Composites

• Properties:
o Tensile Strength: Aluminum ~450 MPa, Composite ~350 MPa
o Fatigue Life: Composites have high fatigue resistance for aerodynamic purposes

• Alternative material:
Titanium is an alternate material .
Advantages:

Benefits include superior thermal characteristics, reduced fatigue, and high strength.
Disadvantages:
Cons: Increased expense and density.

8. Tail Section
• Material Used: Aluminum Alloy, Titanium in specific areas
• Properties:
o Aluminum Tensile Strength: ~450 MPa; Titanium Tensile Strength: ~900
MPa
o Thermal Stability: Titanium (excellent), Aluminum (moderate)
• Alternative material:
High-performance composites are an alternative substance.
Advantages:
Benefits include being lightweight and corrosion resistant.
Disadvantages:
Reduced fracture toughness compared to titanium is a drawback.

9. Interior Panels and Insulation

• Material Used: Composites, Fire-resistant fabrics
• Properties:
o Weight: Lightweight for fuel efficiency
o Thermal Stability: Good insulation properties

• Alternative material:
Fiberglass composites are an alternative material.
 Aerospace Materials

Advantages:
Economical and effective at insulating against heat.
Disadvantages:
heavier than certain sophisticated composites.

10. Fasteners and Joints

• Material Used: Titanium, High-Strength Steel
• Properties:
o Tensile Strength: Titanium ~900 MPa, Steel ~700 MPa
o Fracture Toughness: Titanium (High), Steel (Moderate)
• Alternative material:
Aluminum fasteners are alternate materials.

Advantages: Not heavy

Disadvantages:
Reduced endurance and strength

Comparison Chart:
 Aerospace Materials

Figure 9 Comparison Chart

Material Properties Table:

Tensile Fracture
Fatigue Life
Material Strength Toughness
(Cycles)
(MPa) (MPa·m^0.5)

Aluminum Alloy
483 200 50 1,000,000
(2024-T3)
 Aerospace Materials

Tensile Fracture
Fatigue Life
Material Strength Toughness
(Cycles)
(MPa) (MPa·m^0.5)

Aluminum Alloy
570 200 35 800,000
(7075-T6)

Titanium Alloy
900 400 60 1,200,000
(Ti-6Al-4V)

Carbon Fiber
350 250 30 1,500,000
Composite

High-Strength
700 600 50 700,000
Steel

Conclusion:
From the analysis of the Boeing 757 material selection for all its fuselage, wing, landing gear,
parts of the engine, surfaces of control, and interiors, we find the use of materials each selected
to meet the conditions of structural, operational, and environmental demands specific for their
function. The core fuselage and wings make very extensive use of aluminum alloys, wherein
light weight and high-strength properties are balanced by the management of aerodynamic loads
and enhancement of fuel efficiency. The landing gear parts are fabricated from steel and titanium
alloys that provide all the needed strength, toughness, and resistance to fatigue when a situation
is under stress and impacts. Nickel-based superalloys and titanium are used in engine parts for
their superior thermal stability, good life of fatigue, and anticorrosion properties; these are
mainly the significant factors for durability against operational temperatures and cyclic loads of
extreme types.

Control surfaces combine aluminum with advanced composites like CFRP. The key to light
durability and resistance to fatigue is to retain maneuverability and structural integrity under
fluctuating aerodynamic pressures. Interior materials used include polycarbonate, ABS plastics,
and fire-retardant fabrics. They fulfill very strict flammability standards but are light.
This careful material selection directly feeds into the overall performance, safety, and longevity
of the Boeing 757. The design improves fuel efficiency while reducing maintenance
requirements and enhancing safe operation for long periods of service. Advanced composites and
superalloys are used, which further reflects the interest in the innovative solutions needed to
further improve operational efficiency and environment impact. Lastly, the selection of materials
 Aerospace Materials

serves to further realize these functional objectives for the Boeing 757 from the highest-fuel-
economy efficiency regarding passengers' safe transport into its performance while ensuring it
remains long-lived.
 Aerospace Materials

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