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Prat & hit ey P rcr ft IVISION OF UNITED, AIRCRAFT CORPORATION

"AST HARTFORD A, CONNECTICUT

fi

Rockets, Motor Cases

Titanium FabricationTitanium Alloys

Tenth Quarterly Report onResearch and Development of Titanium

Rocket Motor Case

By

january 31, 19 6 3Pratt & Whitney Aircraft Division

United Aircraft CorporationEast Hartford 8, Connecticut

DDC 0

T1SSA B

Contract No. DA-19-020-ORD-5230OCO R&D Branch Project No. TB4-004

Department of the Army Project No. 5B93-32-004 c-

TECHNICAL REPORT NO. WAL 766.2/1-9

Qualified requestors may obtain copies of this report from theArmed Services Technical Information Agency, Arlington Hall

.Station, Arlington 12, Virginia

UPratt & W hitney APi rc raft 0v1 VISION OF UNITED , IRC,.. Co.P.R

E A S T H A R T F 0 R D CON N ECTICUT

CoPY NO.____

PRATT & WHITNEY AIRCRAFT PWA-2 156

FOREWORD

This interim technical report was preparedby the Pratt & Whitney Aircraft Division ofUnited Aircraft Corporation, East Hartford,Connecticut in compliance with Contract No.DA-19-020-ORD-5230. It covers technicalaccomplishment on the research and devel-opment of titanium rocket motor cases, forthe three-month period from October 1through December 31, 196,2.

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PRATT & WHITNEY AIRCRAFT PWA- 1 1 56AV

TABLE OF CONTENTS

Page

Foreword ii

Table of Contents iii

List of Figures iv

List of Tables V

I. Introduction 1

A. Purpose and Scope of Project ISB. Subject Matter Covered In This Report 1

II. Summary of Previous Work Completed 3A. Effects of Interstitials 3

1. Hydrogen 32. Oxygen 4

B. Forging Practice 4

1. Press Forging 4

2. Hammer Forging 73. Ring Rolling 8

C. Flow-Turning Development 8

D. Weld Development 9E. Metallographic Examination 10

F. Full Scale Components 11

G. Evaluation of Ti-15 Mo Alloy 12

S III. Current Test Results and Fabrication Status 13A. Effects of Interstitials (Hydrogen) 13B. Weld Development 13

C. Forging Practice 16

1. Press Forging 162. Ring Rolling 17

D. Flow-Turning Development 17

E. Fabrication and Hydrostatic Testing of"Full Scale Components 40

F. Evaluation of Ti- 15 Mo Alloy 22

G. Conclusions 23

IV. Program Planned 25A. Effect of Interstitials 25

fI 1. Hydrogen 25V 2. Oxygen 25

B. Forging Practice (Press Forging) 25C. Weld Development 25D. Full Scale Components 26

1. Front Domes 262. Cylindrical Center Sections 263. Rear Domes 26j E. Evaluation of Ti- 15 Mo Alloy 26

Appendix A - Tables 27S Appendix B - Figures 43

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PRATT 6 WHITNEY AIRCRAFT' PWA 2156

I

LIST OF FIGURES

fir Number Title Number Title

.I Smooth and Notched (Kt=8) Tensile Properties vs Test 17. Fracture Surface of Rear Dome Burst Test Component

Temperature for Flow-Turned, (50/6 Reduction to a Showing Failure in Heavy Section of Dome Near Cir-S0. 070-Inch Thickness) and Aged 14-Inch Diameter Cylinder cumferential Weld

with Nydrogec Contents of 70 and Z05 ppm

181. Fracture Surface of Rear Dome Burst Test Component

2. Cyclic Test Specimen Employed for Evaluation of TOG and Showing Ductile Failure (100 Per Cent Shear) in Thin

Electron Beam Welds Section of Dome Membrane

3. Surface of Failed Cyclic Test Specimen Number 60 (170

ksi, 9 Per Cent Elongation) 19. Full Scale Rear Dome Burst Test Component ELA-h After

Failure in Hydrostatic Test Showing Crack Propagation

4., Failed Tensile Specimens from Flat Weld Test Panels and along Edge of Manual Repair Weld

40-Inch Diameter Weld Ring

20. Final Rise-and-Fall Machining of B-l20 VCA Titanium

S. Tensile Fracture Surfaces of Notched (Kt=a) Tensile Rocket Motor Case Forward Dome

Specimens Taken from Flat Weld Test Panel and 40-Inch

Diameter Weld Ring 21. Skip Turning Outer Contour of B-IZ0 VCA Titanium

6. Aging Curves for Alloy Ti-6Al-6V-ZSn Rolled Ring Forg- Rocket Motor Case Forward Dome

ing Solution Treated at 1630F for One-Half Hour22. Front Dome ELA-0 and Burnt Test Adapter Weldment.

7. Heat Treatment Response Curves for Ti-6Al-6V-ZSn B-I0 VCA Titanium Alloy

Alloy Weld Metal

8. Tensile Properties (70F) of 14-Inch Diameter Subscale 23. Front Dome ELA-5 and Burst Test Adapter Weldment.

Ring Number I0 Flow-Turned by the Present Two-Pass B-120 VCA Titanium Alloy

Technique (50 Per Cent Reduction Per Pass), Stress-

Relieved 850F(I/Z)AC and Aged at 800F Z4. First Full Scale Flow-Turned Center Section Burst Test

9 . Axiol Tensile Properties (71F( of Subscala 14-Inch Component Which Failed at 540 psig with Failure Origin

Diameter Ring Number 9 Flow-Turned by the Present in Circumferential Weld

Two-Pass Technique (50 Per Cent Reduction Per Pass),

Stress Relieved 850F (I/2)AC and Aged at 80SF 25. Fracture Surfaces of Cylinder Burst Test Component10. Flow-Turning of Fourteen-Inch B- 120 VCA Titanium Showing Origin of Failure at Circular Previous Crack

10. lewTuringof aureen-echB- 20 CA itaiumThrough Porosity Pore in Circumferential Cylinder-to-

Alloy Cylinder Using Bridging Device to Monitor Soller Adapter Weld

Synchronization

II. Forty-Inch Diameter B-120 VCA Titanium Cylinder after 26. Fracture Surfaces of Cylinder Burst Test Component

Flow-Turning Preparatory to Trimming Showing Ductile (100 Per Cent Shear) Failure in Flow-

Turned Center Section

12. Tensile Properties (70F) of Full Scale 40-Inch Diameter

Flow-Turned Cylinder Number 2 Flow-Turned by the 27. Tensile Properties (70F) of Rear Dome ELA-9 Forged at

"Present Two-Pass Technique (50 Per Cent ReductionPer 1800, 1800, and 175gF by the Dogbone Technique, Solution

Pass), Stress Relieved 850F(l/Z)AC and Aged at 80SF Treated 1450F(I/2)WO and Aged at 900F

13. B-120 VCA Titanium 40-Inch Diameter Rear Dome Com-

ponent Assembly for Hydrostatic Testing 28. Typical Microstructure in Polar Area of Rear Dome

ELA-9 Solution Treated at 145SF and Aged at 90SF for

14. Full Scale Rear Dome ELA-6 Which Burst at 1184 psig 18 Hours.During Hydrostatic Testing to Failure

29. Typical Microstructure of Ti-15 Mo Alloy Sheet in Solution

Treated (1508F) Condition Showing Equiaxed Grain Structure

15. Full Scale Rear Dome Burst Test Component ELA-6 and :Banding

Which Failed at 1184 psig Showing Failure Origin, Manual

Repair Weld, and Direction of Crack Propagation, 30. Typical Microstructure of Ti-15 Mo Alloy Sheet in Solution

Treated and Aged Condition (15S08F(I/Z)WQ+977F(17)AC)

"16. Fracture Surfaces of Rear Dome Burst Test Component

Showing" Approximate Origin of Failure on Inside Surface 31. Typical Microstructure of Ti-15 Mo Alloy Sheet in Solution

at Edge of Manual Repair Weld Treated and Aged )i508F(1/Z)WO+977F(16)AC) condition

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PRATT WHITNEY AIRCRAFT PWA- 2156

I LIST OF TABLES

Number Title Page

S1. Status of Component Development and LaboratoryInvestigations Z8

2. Smooth and Notched (Kt = 8) Tensile Properties ofFlow-Tunnel (50/ Reduction) and Aged (850"F (1/ZAC) 14-Inch Diameter Cylinder with Hydrogen

Contents of 70 and 200 ppmr 29

3. Results of Bump-Up Sustained Load Tensile Testsý(5 ksi Stress Increase Every 5 Hours) Conductedon Axial and Circumferential Notched (Kt = 8)Specimens From Flow-Turned (50%c Reduction) andAged (850 (1/2) AC) 14-Inch Diameter Cylinder 30

4. Transverse Tensile Properties (70 F)of Single PassTIG Welds Made on a 40-Inch Diameter Test Ring(Rolled and Welded 0. 140 Inch Thick Sheet Stock)andon a Flat Test Panel using a 7-Inch Per Minute TravelSpeed 31

5. Transverse Tensile Properties (70 F) of Ti-6AI-6V-ZSnAlloy Rolled: Ring Forging Welded' with AMS 4951 (Com-

mercially Pure Titanium) Solution Treated at 1630 Ffor One-Half Hour (Water Quench) and'Aged at 1000 to1100 F 32

6. Tensile Properties (70 F) of 14-Inch Diameter Cylin-der Number 10 Flow-Turned by the Present Two-PassTechnique (50 Per Cent Reduction Per Pass), Stress-Relieved at 850 F for One-Half Hour and Aged at 800 F 33

7. Axial Tensile Properties (70 F) of Subscale 14-InchDiameter Cylinder Number 9 Flow-Turned by the PresentTwo-Pass Technique (50 Per Cent Reduction Per Pass),Stress-Relieved at 850 F for One-Half Hour and Agedat 800 F 34

8. Tensile Properties (70 F) of Full Scale 40-Inch Diame-ter Ring Re-Solution Treated at 1800 F Prior to Flow-

Turning by the Present Two-Pass (50 Per Cent ReductionPer Pass) Technique, Stress-Relieved at 850 F for One-Half Hour and Aged at 800 F 35

9. Flow-Turning Parameters and Dimensions of Flow-Turned Cylinders 36Li 10. Tensile Properties (70 F) of 40-Inch Diameter Roll-

Forged Rings Re-Solution Treated at 1800 F for Fif-teen Minutes and Water Quenched 37

Cl 11. Tensile Properties (70 F) of Full Scalc 40-Inch Diame-ter Rear Dome ELA-9 Forged in Three Operations at1800, 1:800 and 1750 F by the Dogbone Technique,Solution Treated at 1450 F for One-Half. Hour and Agedat 900 F 38

i 12. Compositions of Ti- 15 Mo Alloy Sheet Stock 40.

13. Tensile Properties (70 F) of Ti-I5 Mo Alloy (0.072-7') Inch Gage) in the Solution Treated (1508. F (I/Z). WO)ý

and Solution Treated and Aged Conditions (1508 F (1/2)Ii WQ + 977 (16) AC) 41

14. Bend Test (70 F) Results on Ti-15 Mo Alloy in theSolution Treated' Solution Treated and Aged, andSolution Treated, Aged, and Subsequently Welded4

Conditions 4

111 PAGE NO. V'

PRATT a WHITNEY AIRCRAFT PWA-2156II,f I. INTRODUCTION

A. Purpose and Scope of Project

This program is aimed at the development of a high strength,lightweight, titanium alloy pressure vessel of the type usedfor solid fuel rocket motor cases. B- 120 VCA titanium alloy hasbeen selected for further investigation because of its inherenthigh strength, its potential of reliably exceeding the yield strength!density ratio of 1,000,000 inches and the possibility of reaching1, 200, 000 inches. The main problems involved in its application

Sinclude the development of fabrication techniques to achieve coa-sistently high strength levels along with the most economical useof material.

B. Subject Matter Covered In This Report

A brief summary of the work completed to date and during the pastcalendar year (January 1, 1962 through December 31, 1962) is

included. The results of current investigations are reported andthe future work planned under the various phases of the programis outlined. Reported results of recent research include thefollowing:

1. Smooth and notched (Kt=8) tensile properties (-40 to 400F)

of flow-turned material with hydrogen contents of 70 and 200 ppm,

"2. Results from cyclic loading and tensile testing (70F) ofB- 120 VCA titanium alloy TIG welds,

3. Tensile and hardness data (70F) for Ti-6Al:-6V-2Sn alloy

TIG welds,,

4. Smooth and notched (Kt=8) tensile data (70F) for full scale40-inch diameter roll-forged rings re-solution treated at 1800F,

5. Smooth and notched (Kt=8) tensile properties (70F) ofsubscale 14-inch diameter and full scale 40-inch diameter flow-Ii turned cylinders,

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PRATT •0 WITN9Y AIRCRAFT PWA-2156Ier6. Tensile properties of a full scale 40-inch diameter

rear dome press-forged in closed dies at 1750F,

7. Results from hydrostatically burst testing full scale componentassemblies, one containing a flow-turned cylinder and thet other a press forged rear dome, and

8. Bend and tensile test data ( 70F) for Ti-15 Mo alloy sheetstock in the solution treated, and solution treated and agedconditions.

SThe above results are discussed and tentative conclusions draw.,n.

B

Li

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PRAT & WHITNEY AIRCRAFT PWA- 2156

II. SUMMARY OF PREVIOUS WORK COMPLETED

The work which has been completed under each phase since theinitiation of the program and during the past calendar year (January 1,1962 through December 31, 1962) is described. Metallurgical factorswhich influence material response to fabrication techniques and heattreatment have been investigated. The most economical use of material(reduced input weight and thinner sections) has been emphasized duringthe forging phases of the program. The status of material which hasbeen and is currently being used in the program is outlined in Table I.

SA. Effects of Interstitials

1. Hydrogen - The effects of hydrogen content on delayed crackingand stress-corrosion have been studied with emphasis on theflow-turned material to be used in motor case cylindricalsections. The present Pratt & Whitney Aircraft specificationcalls for a maximum hydrogen content of 0. 015 per cent(150 ppm). A cathodic hydrogenation technique has beendeveloped to yield reproducible hydrogen contents at the 200ppm level. An evaluation program has been conducted on cold-rolled and aged sheet stock at the 70 and 200 ppm hydrogenlevels and on flow-turned material at the 240 ppm level.Investigation to date has shown no detrimental effect of hydrogen,on notched (Kt=8) tensile behavior at the standard strain rate(0. 005 inch/inch/minute) or under sustained loads over thetemperature range from -35 to 400F.

During the past year, two 14-inch diameter rolled rings[ diverted from the ring rolling development phase have beenvacuum-annealed (1400F) to provide material for evaluationat two hydrogen levels (approximately 70 and Z00 ppm). The

Sfirst of these rings has been flow-turned and the aging responsetensile, properties have been determined. Results showedpoor ductility which was attributed to cracking of the inside

- surface of the flow-turned cylinder. To alleviate this condition,the second rolled ring was re-solution treated at 1800F beforeflow-turning. Smooth and notched (Kt=8) tensile tests have9 been conducted over the -40 to 400F temperature range (70and 200 ppm hydrogen) and results appear in this report inthe section on test results, page 17.

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PRATT & WHITNZY AIRCRAFT PWA 2 156

2. Oxygen- The effects of oxygen content on aging response,notch sensitivity, and stress corrosion susceptibility weredetermined using six press-forged pancakes with nominaloxygen contents of 0. 10, 0. 15, and 0. 20 per cent. This workwas completed during 1961. Testing was conducted at bothroom temperature and at -40F. Results of this testing indicatedthat satisfactory aging to the 200, 000 psi yield strength levelwith retention of maximum ductility required an oxygen contentin the range of 0. 11 to 0. 17 per cent with best results being

achieved with 0. 13 per cent oxygen. No significant degradationin notched (Kt=8) tensile or stress-corrosion sensitivity wasnoted in the 0. 10 to 0. 20 per cent oxygen range.

B. Forging Practice

The forging phase of this program has been aimed primarily at the

improvement of mechanical properties in forged end closures with

maximum economy. Closed die press-forging has resulted insavings by requiring lower forging input weights and by using aless expensive forging and machining sequence.

1. Press Forging - Seven pancakes were forged on open dies atWyman-Gordon using both high and low strain rates at 1600,1700, 1850, and 2000F. The experiment was designed todetermine the effects of strain rate and forging temperatureon aging response and uniformity in terms of mechanical[properties. These pancakes were evaluated for aging responseand smooth and notched (Kt=8) tensile property uniformity atthe 180, 000 psi yield strength level. None of these pieces was[j capable of attaining the 200, 000 psi yield strength level,apparently due to the relatively low oxygen content of approxi-mately 0. 10 per cent. Results of this work indicated that

[Ij maximum ductility was attained by minimizing the forgingtemperature and strain rate to produce a correspondinglylow finishing temperature.

Wyman-Gordon has also forged nine subscale 14-inch diameter

domes in closed dies using the dogbone and the pancake andpreform techniques. These subscale domes were forged inorder to apply the knowledge gained from forged pancakes toSsubscale forged domes and to further establish the optimum

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PRATT , WHITNEY A,,CRAT PWA- 2156

forging temperature range and subsequent heat treatment. Thethree domes made by the dogbone method were forged at 1650,1700, and 1850F during the final operation. Five pancakeand preform domes were forged at the same temperaturesand one piece was upset at 2000F directly from billet stock.I These domes have been evaluated for both aging response andfor smooth and notched (Kt=8) tensile property uniformity.Direct aging at 800, 850, and 900F and aging at 900F follow-ing 1400 to 1450F solution treatment were evaluated. Fromthis study it was again concluded that lower forging temperatureswere desirable for maximum aged ductility, but that highertemperatures (1850F and above) would result in improveduniformity of properties. In addition, it was found thatoptimum tensile ductility following forging at relatively lowtemperatures (1650 to 1700F) resulted from direct aging at900F, but that following forging at higher temperatures aninterim solution treatment at 1450F before aging was required.

At this point, development efforts were extended to the press-forging of full scale domes in closed dies by Wyman-Gordon.A total of eleven 40-inch diameter domes (six front and five

rear) have been forged to date. During this period, forgingtechniques were sequentially developed for front and reardomes now being prepared for individual hydrostatic bursttesting. Five of these pieces (three front and two rear) wereforged and evaluated during 1961. The remaining three frontand three rear domes have been forged and evaluated sinceJanuary 1, 1962. Mechanical properties of the final piece(rear dome ELA-9) are presented in this report in the sectionon test results, page 16. Typical tensile properties nowattainable are 180, 000 psi minimum yield strength with 3. 5to 4. 0 per cent minimum elongation. Variations, primarily

Swith composition as a function of original ,ingot location, canoccassionally produce lower tensile properties with an absoluteminimum of a 175, 000 psi yield strength with 3.0 per centelongation.

The first front dome (EJO- 1) was forged in three operations[at 1700F by the pancake and preform method, using the diesnormally employed for second stage Pershing steel domes.This dome did not fill the dies during the final 1700F operation,

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PMATT 1." WHITNVY AIRCRAFT PWA- 2 156

Iand was therefore restruck in the same dies at 1900F. Theresulting part showed very poor ductility after either directaging or solution treating and aging. This was apparently due

to the high restrike temperature and low reduction.

The second front dome (ELA-3) was therefore forged in threesteps at 1850F in the closed dies fabricated under this contract.This part also demonstrated low aged ductility. This lowductility was attributed to a long furnace soaking time beforefinal closed die forging and to inadequate reduction especiallytoward the polar region. To eliminate these two factors, thethird dome (ELA-4) was also press-forged in three steps at1850F but with minimum intermediate heating times, and witha plug trepanned from the preform center to permit increasedmetal flow toward the polar boss. Test results, however,showed no significant ductility improvement as compared withthe previous part.

T Based on the above results, it was concluded that satisfactory

ductility (4 per cent minimum tensile elongation) could not beachieved at the 180, 000 psi yield strength level without eithergreater reduction at 1850F or a lower forging temperature.Die modifications were therefore made to increase flow towardthe skirt regions. The next front dome (ELA-5) was closed dieforged in the final operation at 1750F. The mechanical propertiesof this piece, however, were only slightly better than those ofthe previous two domes forged at 1850F. Because no furtherreduction in forging temperature was possible, it was decidedto accept the resultant properties (175,000 psi minimum yieldstrength in the noncritical, polar region with 3. 0 to 3. 5 percent minimum elongation at the skirt) and to burst test thisdome. In addition, two more front -domes (ELA-7 and EJO-2)were forged by this method but forging practice included refine-ments of the in-process heat treatment developed by Wyman-Gordon. Properties of these parts were similar to those of the[1- !previous dome (ELA-5) with no improvements noted as a resultof Wyman-Gordon's modification. These parts are to be employed

for full scale motor case fabrication.

Rear dome forging development has followed a developmentsimilar to that described for front domes,. The first rear

jj dome (ELA-2) was forged in three steps at 1850F by the

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PRATT *,WHITNEY AIRCRAFT PWA- 2156

dogbone technique but showed poor aged ductility. Subsequent

preform and die modifications permitted final closed die forgingof the second dome (ELA- 1) at 1800F and a resultant increasein ductility. It was found that this part essentially attainedthe desired minimum properties after aging (180, 000 psi yield

strength, 4. 0 per cent elongation) and therefore it has since beendecided to utilize this dome for the full scale motor case.

To further improve aged ductility, the rear dome dies weremodified similarly to the front dome dies to permit increasedmetal flow into the skirt or rim areas. Another rear dome(ELA-6) was then press-forged with the final closed dieoperation conducted at 1750F. Test results showed satisfactoryproperties similar to those of the previous dome (ELA- 1) andthis part was therefore machined and burst tested with excellent

results. These results are reported in the section on testresults, page ZO.

Based on the above results, two additional rear domes (ELA-8

and ELA-9) were forged by this technique (three steps at1800, 1800 and 1750F). Processing of dome ELA-9 included

the Wyman-Gordon heat treatment refinement mentionedpreviously. Both of these parts showed slightly inferiorproperties (175, 000 psi minimum yield strength with 3.0 percent minimum elongation). The decrease in tensile propertiesis believed to be a result of composition variations (oxygenand chromium contents) associated with original ingot location.One of these domes (ELA-8) is to be machined for individualburst testing to establish the performance which results fromthese properties which are considered to be at the low end ofthe forged component scatter band.

Hammer Forging - Hammer forging has been investigated asan alternative means of producing domes. It was initially

believed that hammer forging would impart more work tothe part than would press forging as a result of its higherstrain rate. Ladish hammer-forged four pancakes which wereevaluated for aging response and uniformity of tensile properties.

JII Tensile ductility exhibited by these pieces was lower thancomparable press-forgings and further work was thereforenot conducted., This investigation was completed during 1961.

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PRATT & WHITNEY AIRCRAFT PWA-2 156I

3. Ring Rolling - The ring rolling phase of the program has beendesigned to develop rolling techniques which will produce theoptimum flow- turnability and subsequent mechanical properties.The sixteen subscale 14-inch diameter rings intended underthis phase have been rolled by Ladish. The first six ringswere rolled in single and in multiple operations at temperaturesfrom 1800 to 200OF and have been evaluated in the solution-treated condition and after flow-turning by the previously usedtwo-pass technique with 50 per cent reduction per pass.

Based on results from the first six subscale rings, the remain-ing ten rings were rolled in a single operation at 1900F. Allten of these rings have been flow-turned, four during the 1962calendar year. The last two of the subscale flow-turnedcylinders are now being evaluated.

Also based on results from the subscale rings, seven full scale40-inch diameter rings were rolled by Ladish in multipleoperations at 1900F. Machine limitations prohibited rollingin a single operation. Six of these rings were received atPratt & Whitney Aircraft during 1961 and the remaining ringwas received during 1962. All rings were evaluated forsolution treatment during 1962. Resolution treatment at 1800Fafter an initial heating at 1450F was found. to produce optimumflow- turnability.

C'. Flow-Turning Development

In conjunction with the roll forging development program, subscaleill 14-inch diameter roll forged rings have been flow-turned in orderto determine the forging practice which.wili produce the optimummaterial properties for flow-turn blanks. After machining theroll forged rings into blanks, the rings were flow-turned in twopasses with 50 per cent reduction per pass. The resulting wall

thickness was 0. 080 inch. Flow-turning parameters were heldconstant so that the effects of variations in the forging techniquecould be evaluated. All of the cylinders grew radially duringboth passes and local bulging occurred during the second pas&.Although slight variations in metallurgical properties resultedfrom changes in forging practice, it was found that these changesresulted in no significant differences in behavior during flow-turning.

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PRATT &,WHITNEY AIRCRAFT PWA- 2156I

Rolled and welded 9. 4- and 14-inch diameter blanks have beenflow-turned to provide basic !valuation of the effects of rollergeometry, mandrel speed, reduction and feed rate on radialgrowth and local bulging. Subscale 14-inch diameter roll-forgedrings have been flow-turned to further evaluate the various parametersand to optimize the flow-turning operations before flow-turning fullscale roll-forged rings. The use of two sizes of subscale ringsallowed determination of the changes in flow-turning performancewhich could be anticipated in proceeding from subscale to fullscale rings. The starting condition of the roll-forged rings wasoptimized through solution heat treatment. Significant improve-ment of the flow-turnability of the B- 120 VCA titanium alloy wasachieved and no adverse effects on the aging response or agedproperties resulted.

The subscale phase of the flow-turning program has, therefore,been completed and the flow-turning techniques developed are nowbeing utilized to form full scale rocket motor case cylindricalcenter sections from roll-forged rings. Seven full scale cylindricalcenter sections will be flow-turned with 0. 140-inch thick weldlands at both ends and with a thin central membrane thickness of0.070 inch.

D. Weld Development

The weld development phase is aimed primarily toward the improve-ment of weld quality and fracture toughness. Initial work on theestablishment of weld quality and toughness techniques was concludedin 1961. Evaluation of alternate filler materials has also beencompleted. Multiple-pass TIG-welding studies are continuing.An improved copper-fixturing technique was developed which greatlyreduced weld porosity and which produced more uniform weldpenetration.

Cyclic testing has been and is presently being employed as thebasic weld evaluation method to determine the characteristics ofcrack initiation and growth at weld porosity. Cracking of this typehas been observed in pressure vessel circumferential welds. Thecycle test of a specimen containing a longitudinally-disposed weldbead is designed to simulate motor case stress and loading conditionswith a three-cycle proof test (80, 000 psi stress) followed by

Sadditional cycles at increasing stress levels (5000 psi increments:)until failure. Radiographic inspection after each cycle enables

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PRATT & WHITNEY AIRCRAFT PWA-2 156

j determination of the extent and nature of cracking. Multiple-passTIG welds, welds made with alternate filler materials, welds madeby the improved fixturing technique, electron beam welds and weldrepairs have been evaluated using this test technique. Testing ofB- 120 VCA TIG welds is presently being completed. TIG welds onAISI H-Il steel and Ti-6AI-4V alloy have also been cyclicallytested so that their behavior may be compared. A total of approxi-mately 60 of these cyclic specimens have been tested to date, 40during 1961 and an additional 20 during 1962. Cyclic tests are

being used to qualify the TIG-welding schedule employed for fullscale motor case fabrication. Presently, it appears that theradiographic specification used for Pershing steel motor cases canbe applied to full scale B- 120 VCA titanium alloy circumferentialweldments.

Hamilton Standard electron beam welds of various widths made atvarious travel speeds were evaluated for quality and mechanicalproperties including fracture toughness during 1961. Since nosignificant improvement in quality or toughness as compared toTIG welds was observed, no further evaluation of this weldtechnique was conducted.

During 1962 an investigation of the weldability and resultingmechanical properties of Ti-6A1-6V-2Sn alloy was initiated todetermine the suitability of the alloy for rocket motor caseapplications.

Rolled rings of the alloy were solution-treated and machined into20-inch diameter circumferential weld samples. TIG weld studiesand mechanical property evaluation have almost been completed.Results to date indicate that satisfactory weld ductility (greaterthan 5 per cent tensile elongation) cannot be achieved by either postweld annealing (100,000 to 130,000 psi yield strength) or IIOOF

age-weld-age sequences (180,000 psi yield strength). Solutiontreating and aging (1000 to I 100F) after welding also produced poor

f ductility.

E. Metallographic Examination

Battelle Memorial Institute has completed electron microscopeand microprobe analyses of press forged, flow-turned, and TIG-

Li and electron beam-welded samples. The analyses were conducted

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V,PRATT WHITNEY AIRCRAFT PWA- 2 156I

i in order to correlate mechanical properties with microstructureand with short range composition variations such as alloysegregation or depletion in the vicinity of grain boundaries. Theprimary results of these studies were as follows:

S1. Poor flow- turnability was associated with a tendency towardetch pitting at the grain boundaries. This pitting may possiblybe a result of alloy segregation.

2. The relatively sluggish aging response and poor ductility ofregions in pancake forgings were found to be a result offactors other than coarse particle size. The sluggish agingI response resulted from low density of the alpha aging constituentand the poor ductility resulted from alpha-lean areas adjacentto the grain boundaries.

3. The microstructures of TIG and electron beam welds werefound to ke similar with neither type exhibiting significantamounts of the grain boundary constituent.

F. Full Scale Components

1. Cylindrical Center Sections - The seven roll forged ringswere re-solution heat treated at 1800F and machined intoflow-turn blanks. Two rings were flow-turned of which onewas aged to a 180, 000 psi yield strength level. The part waswelded to burst test adapters, instrumented with strain gagesand hydrostatically tested to burst with failure at 1184psig pressure.

2. Front Domes - Front dome ELA-5 has been machined andwelded to a burst test adapter. The dome is currently being

fl instrumented with strain gages prior to hydrostatic burstte s ting.

Front dome ELA-7, which is scheduled for full scale motorcase fabrication, was heat treated and is being rough machined.

SFront. dome EJO-2 is being held for future consideration.

3. Rear Domes - Rear dome ELA- 1, which is scheduled for fullscale motor case fabrication, was forged, (see TechnicalReport No. WAL 766. 2/1-6) solution heat treated at 1450Ffor 30 minutes, and aged at 900F for 20 hours.

PAGE NO. 1

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PRATT & WHITN"Y AIRCRAFT PWA- 2 156

Ir Rear dome ELA-6 has been machined, welded to a burst testadapter, instrumented with strain gages, and burst tested.The strain gage data is under evaluation. The dome has beeninspected to determine distortion patterns and is being sectioned

to evaluate properties throughout the membrane section.

Rear dome ELA-8 did not meet the minimum tensile require-ments although forged by the same technique (1800, 1800, and1750F) as rear dome ELA-6 (which did meet the requirements).

Rear dome ELA-9 was also forged at 1800, 1800 and 1750F,but the process included modifications used for the last twofront domes. Tensile tests for ELA-9, however, have indicateda slow aging response and low tensile ductility in the skirtarea. The tensile properties of ELA-9 are similar to thoseof ELA-8. As a result, it has been decided to machine and

burst test rear dome ELA-8 as a component to determine theburst performance of a rear dome with a minimum yieldstrength of 175, 000 psi and a minimum tensile elongationof 3 per cent. Rear dome ELA-9 will be held for future con-sideration.

G. :Evalutation of Ti-15 Mo Alloy

Two sheets (each 36 x 24 x 0. 075 inches) of Ti- 15 Mo alloy werereceived for evaluation during 1962. Mechanical properties havebeen determined for the as-received (solution treated), and for

Sthe solution treated and aged conditions.

112

PRATT, WHITNEY AIRCRAFT PWA-Z 156

III. CURRENT TEST RESULTS AND FABRICATION STATUS

A. Effects of Interstitials (Hydrogen)

Smooth and notched (Kt=8) tensile properties have been determinedat -40, 70 and 400F for the second 14-inch diameter roll-forgedring which had been vacuum-annealed at 1400F, re-solution treatedat 1800F, and flow-turned by the present two-pass technique (50 per

cent reduction each pass). Axial and circumferential specimen blankswere cathodically hydrogenated to the 200 ppm level. These speci-"mens were then age-flattened at 850F for one-half hour to attainthe 180 ksi minimum yield strength level in the circumferentialdirection. Unhydrogenated specimens were given the same age-

flattening treatment for comparison. Smooth and notched (Kt=8),1 both axially and circumferentially oriented specimens were testedat room temperature. Only circumferential specimens were tested

at -40 and 400F. Results from these tests are shown in Table III and in, Figure 1. It may be seen that the results are in good agree-ment with those of similar tests conducted on cold-rolled and aged:sheet stock. (See Table II). It is noted that all of the data pointsobtained from itesting notched (Kt=8) flow-turned specimens donot fall within the scatter band for cold-rolled material. There aretwo reasons for this. First, testing of cold-rolled material wasconducted only parallel to the rolling direction. Secondly, specimenstaken from the flow-turned cylinder were slightly curved after theage flattening treatment and this affected the stress field at the base

II of the notch.

' Bump-up tests (for which the stress level was increased 5 ksi every5 hours) have been concluded on notched (Kt=8) specimens at 70 and400F, and are. presently being conducted on similar specimens at-40F (See Table III). Results to date have been in good agreementwith notched (Kt=8) tensile behavior (Tables II and III).

B. Weld Development

Analysis of crack initiation and growth resulting from porosity in

fj TIG welds is continuing.

Iii PACKNO. .13

PRATT & WHITNEY AIRCRAFT PWA-2156

Specimens with configurations such as shown in Figure 2 are sub-I jected to cyclic testing by the method originally described inTechnical Report No. WAL 766. 2/1-3.

I Specimens are initially loaded to the proof stress level of 80, 000psi for three cycles of three minutes each. Additional three minutecycles are conducted with successive increases of 5, 000 psi untilfailure occurs. Specimens are inspected radiographically aftereach cycle to determine crack initiation and growth.

SA porosity rating scheme has been devised and is being used for all

cyclic specimens. The rating system indicates porosity size, densityand distribution by measuring five parameters. The total numberof pores in the four-inch gage length and in the worst one inch ofthe gage length are counted; the distances between the closest poreswithin and outside the worst one inch are measured; and the diameterof the largest pore is measured. Of the total of 62 specimens pre-pared and tested thus far, 60 have been tested to destruction. Bothcyclic and standard tensile strain rate (0. 005 inch/inch/minute)testing have been used.

The most recent TIG-welded cyclic specimens (numbers 60 to 62)have been prepared to simulate a single-pass weld techniqueusing a 7-inch per minute travel speed. The specimens containedonly very light porosity. (This single pass weld technique hadbeen intended for use on full scale components as described inTechnical Report No. WAL 766.2/1-7. However, recent exper-B ience in joining such components to fixtures for hydrostatic testinghas disclosed difficulties with this practice. ) For base line data,specimen Number 60 was tested at the standard tensile strain rate(0. 005 inch/inch/minute) and failed at 170,000 psi with 9 per centelongation. Failure occurred in the cold-rolled and aged parentmaterial. Figure 3 shows the specimen after failure and indicatesthe direction of crack propagation and where yielding occurred.

PEO1

PRATT & WHITNEY AIRCRAFT PWA -2156

ISpecimens numbers 61 and 62 have been cycled to 160, 000 psi with-

out failure or radiographic evidence of cracking. Testing is being

continue d.

Three additional cyclic specimens are being prepared from cold-

rolled (50 per cent reduction) and aged (850F(1/2)AC + 800F(2)AC)sheet stock employing a V-type prepared joint and two-pass TIG-

weld schedule similar to that recently adopted for joining full

scale components. (See Section E, Full Scale Components). The

smooth and notched (Kt=8) tensile and fracture toughness (Gc)

properties as well as the bend ductility and microstructures of

these welds will be investigated.

As reported previously in Technical Report No. WAL 766. 2/1-8,

bend specimens cut from girth welded cylinders prepared from

40-inch diameter hoops of rolled and welded sheet stock exhibited

weld ductility superior to bend specimens prepared from flat weld

panels even though similar weld schedules had been employed.The properties of this 40-inch diameter circumferential weld have

been evaluated by smooth and notched'(Kt=8) tensile tests (Table

IV). These results demonstrate the excellent ductility and notched

(Kt=8) strength of the weld. A comparison of the failed test speci-

mens from the two subject welds is presented in Figure 4, clearly

showing the greater elongation and reduction in area observed for

the full scale circumferential weld. The fracture surfaces shown

in Figure 5 indicate that the 40-inch diameter weld had a tendency

to fail in a more ductile cup-cone manner while the flat test panel

weld had a relatively brittle appearing flat and cleavage facetted

fracture surface.

As reported in Technical Report No. WAL 766. 2/1-8, no differences

in microstructure or composition have been observed to account

for this difference in ductility. The only difference noted has been

that the full scale circumferential weld bead is wider than the flat

test panel bead. This difference in geometry could result in

ductility differences in transverse smooth tensile tests but not inedge notched tensile behavior (notches at weld centers). Additional

microscopy, including electron microscopy, has failed to establish

microstructural differences. Weld bead interstitial analyses are

currently being rechecked.

PAGE NO. 15

PRATT *WHITNEY AIRCRAFT PWA -2156

Tensile properties have been determined for Ti-6A1-6V-ZSn alloyring-rolled forgings at 70F. These forgings had been TIG-weldedus§ing AMS 4951 (commercially pure titanium) filler wire and were

solution treated at 1630F (water quench), and subsequently agedat 1000 to 1100F. Test results are presented in Table V andindicate that no improvement in weld ductility was realized bysolution treating prior to aging. To gain a further understandingof the behavior of this alloy, heat treatment response curves(Figures 6 and 7), have been determined for both weld metal andparent metal over a temperature range of 400 to 1500F.

-• This study shows that solution treated parent metal ages at tempera-tures as low as 400F. Heat treatments at temperatures in the rangeof 400 to ll0OF were conducted in air. Heating at 1300F and abovewas accomplished in an argon atmosphere. As the aging temperaturesand times are increased, hardness increases until it reaches themaximum value encountered in this investigation (RC48) after eighthours of aging at 700F. At 900F, overaging begins after about twohours, and at 110OF only the over-aged portion of the curve wasobserved. The weld metal behavior was considerably differentsince the initial as-welded hardness is high (RC41 to 4Z). Treat-ments at 50OF did not affect the weld hardness. An 110OF aging"treatment increased the hardness slightly to about RC43 to 44. At1300F, a hardness increase was noted for the first hour after whichthe hardness decreased. Treatments at 1400 and 1500F annealedthe weld metal to a hardness level of RC34 to 35. It appears fromthese results that the only true half age-weld-half age sequencemust employ an aging temperature of 500F.

B Tensile tests are therefore being conducted on parent metalaged from 1 to 4 hours at 500F and on material half agedi(500F(1)AC), welded and half aged (500F(1)AC). It is presentlyintended that these tests will complete the weldability evaluationof the subject alloy under this program.

' C. Forging Practice

1. Press Forging - Wyman-Gordon has press-forged anLiJ additional full scale 40-inch diameter rear dome (ELA- 9)v in. three operations at 1800, 1800, and 1750F by the dogbone

PAGE NO. 16

PRATT & WHITNEY AIRCRAFT PWA-2156

technique. This dome was forged in the same manner asrear dome ELA-8 With the excbption that modifications developedby Wyman-Gordon were employed in the forging sequence.The preform was coated prior to final forging to minimizeheat losses during transfer from the furnace to the press.Motion pictures were taken of the pressure gages to accuratelydetermine peak pressures and strain rates. The aging responseof ELA-9 has been determined by both Wyman-Gordon andPratt & Whitney Aircraft. Specimens were machined fromthe polar and skirt extremities after the part had been solutiontreated at 1450F for one-half hour and water quenched. Tensileresults (See Tables XI and Figure 27) after aging for varioustimes at 900F have shown that this part is not capable ofachieving the desired properties of 4. 0 per cent minimumelongation at the 180, 000 psi yield strength level. The agingresponse is similar to that of full scale rear dome ELA-8.Both domes reached the 175, 000 psi yield strength level with3 per cent minimum elongation after aging at 900F for 24 hours.The low values for tensile elongation are believed due toexceptionally coarse aging constituents (Figure 28).

2. Ring Rolling - Tensile properties (70F) of the 40-inch diameter

ring re-solution treated at 1800F are presented and discussedin Section D, Flow-Turning Development. The tensile prop-erties of two 14-inch diameter and one 40-inch diameter flow

turned cylinders which had also been re-solution treated at1800F prior to flow-turning are also reported in Section D..

D. Flow-Turning Development

The last two 14-inch diameter roll-forged rings, Numbers 9 and10, have been given the second and final flow-turn pass using themodified rollers. The cylinder membrane was flow-turned to awall thickness approximating that required for full scale design.Contoured weld joints were included. Cylinder Number 10 wassectioned in the as-flow-turned condition and circumferentialsmooth and notched (Kt=8) tensile specimens were flattened duringthe stress relief cycle. Tensile results in both the axial andcircumferential directions are shown in Table VI and in Figure 8.Cylinder Number 9 was sectioned after stress relieving: at 850F

PAGE NO., 17

PRATT & WHITNEY AIRCRAFT PWA-21564for 30 minutes and smooth and notched (Kt=8) tensile properties

in the axial direction are shown in Table VII and in Figure 9. Thefaster aging response exhibited by cylinder Number 9 is believedto be the result of the higher reduction during the second flow-turnpass. (Cylinder Number 9 received 48.2 per cent reduction andcylinder Number 10 received 42. 5 per cent reduction. ) The flow-turning parameters are shown in Table IX. Otherwise, the cylin-ders show identical tensile properties. Fracture toughness (Gc)specimens are currently being prepared for evaluation of thesecylinders.

As reported in Technical Report No. WAL 766.2/1-8, subscaleblanks numbers 7 and 8 showed erratic tensile behavior in theaxial direction. It was further reported that the erratic behaviorwas caused by microcracks on the outside surface resultingfrom roller misalignment. To analyze the machine behavior

during the flow-turning operation, pressure gages were installedin the hydraulic loading systems on both roller carriages. Thesegages indicated that the master carriage would consistently

assume approximately 70 per cent of the flow-turning load althoughthe rollers were accurately aligned under no-load conditions. Adial indicator was mounted on a support extending between both rollercarriages and bridging the mandrel to measure roller misalign-ment under load conditions. (See Figure 10) The dial indicatorshowed that the slave roller would lag behind the master rollerunder feed loads. The amount of misalignment would vary withfeed load with a maximum of . 200 inch misalignment recordedunder maximum feed loads. Using the bridged indicator to measurethe relative position of the rollers, it is possible to advance theslave roller into alignment with the master roller during the flow-turning operation through the use of the machine controls provided.This method is especially helpful in maintaining roller alignmentduring contour flow-turning of weld joints when feed loads arechanging. The effectiveness of this roller aligning method wasindicated by the pressure. gages which showed that the mastercarriage was assuming approximately 55 per cent of the load whilethe slave roller carriage was assuming the remainder of the load.

Alignment of the rollers was maintained by the use of the bridgedindicator during the second pass flow-turning of subscale blanksnumbers 9 and 10. As a result of the satisfactory performanceon these two blanks, the bridged indicator was used to maintainroller alignment on all subsequent flow-turning operations.

PAGE NO. 1-8

_ _ _ _ _ _r

PRATT & WHITNEY AIRCRAFT P WA -2156

The first two full scale roll-forged rings have been re-solutionIheat treated at 1800F, machined into flow-turn blanks, and

given the first flow-turn pass. Because the carriage locks .....

slipped during the first pass on the first blank, two passes were

required to achieve the reduction intended for the first pass.

No adverse effects were noted as a result of the light reductions.

SThe final pass wouldhave provided sufficient reduction to achieve the,

necessary col dworking to promote aging to the required strength level.However, the weld development program required weld test hoops

of flow-turnod material. This first cylinder was, therefore,

sectioned into hoops without being given the second flow-turn

pass and was utilized for weld trials prior to welding case com-ponents to burst test adapters.

The second full scale blank was second pass flow-turned with

satisfactory results. The flow-turn parameters are shown in

Table IX. A 4-inch long test piece was flow-turned as part of

the cylinder and after stress relieving was trimmed off. Figure 11shows the complete cylinder, including the test piece, being set up

for trimming. The test piece provided material for tests of

tensile properties. The results of these tests are shown in

Table VIII and in Figure 12.

The aging response of the second 40-inch diameter flow-turned

cylinder indicated that this part is capable of attaining the

200, 000 psi minimum yield strength level in the circumferential

direction with 4 per cent minimum elongation. In the as-stress-

relieved condition (850F (1/2) AC) this part has 180, 000 psi

minimum yield strength with 6 per cent elongation.

B Based on the excellent tensile results from subscale cylinders

numbers 9 and 10 and the second full scale cylinder, the remaining

five full scale roll forged rings were re-solution-treated at 1800F

I for 15 minutes (water quenched) and machined into flow-turn blanks.

Tensile results (70F) of specimens from the 40-inch roll forged

Vi rings after re-solution treatment showed that the reduction in area

was increased to a range of 49 to 59 per cent (Table X) as anticipated.

Reference Technical Report No. WAL 766.2/1-7. The first two full scale

blanks and subscale blanks numbers 9 and 10 had been re-solution

treated at 1800F for 15 minutes prior to flow-turning. In each

case the material responded more favorably to the severe deformation[i process imposed by flow-turning. The results from tensile speci-

mens which were re-solution treated with the ring forgings haveshown the most significant improvement in tensile properties to

be in reduction in area. Flow-turning experience within this pro-

PAGE NO. 19

PIRATT WHITNEY AIRCRAFT PWA-2156Sgram has qualitatively indicated that tensile reduction of area isthe best measure of flow-turnability of B-120 VCA titanium alloy.

Full scale blanks numbers 3,4, 5, and 6 were flow-turned first pass.The flow-turn parameters and blank dimensions are shown inTable IX.

As noted in Table IX, blank number 3 was reduced in diameter by.067-inch during the first pass. The decrease in diameter wascaused by the higher flow-turn reduction resulting from less mandreldeflection with the rollers properly aligned. Subsequent blankswere flow-turned with the machine preset for the lower deflectionand very little diametrical change was noted as a result of flow-turning.

Blanks numbers 3, 4, 5, and 6 were stress relieved at 850F for

30 minutes and a one-half inch test section was machined from one endof each blank to provide material both for evaluating annealingtemperatures and for specimens to be annealed with the blanks.The four blanks were then annealed at 1500 to 1550F for 30 minutesand fan air cooled. They are now to be cleaned and inspected inT preparation for the second and final pass.

E. Fabrication and Hydrostatic Testing of Full Scale Componeiits

Rear dome ELA-6 was icompletely machined and welded to anadapter for component burst testing. The single pass TIG weldschedule (7 inches per minute travel speed) developed for full scale

components on the rolled and axially welded 40-inch diameter sheetstock test rings was attempted on rear dome ELA-6 burst testassembly. The resultant weld contained excessive mismatch andseveral areas of incomplete weld penetration. Both of thesecharacteristics have been attributed to differences in geometrybetween the rear dome and the mating adapter ring resulting indifferential heat dissipation. The rear dome inside contour madeit difficult to obtain satisfactory contact with the copper back-up fixture,and a relatively thin section in the dome near the weld joint permittedless heat dissipation than through the adapter ring. These conditionsresulted in diametral growth of the dome relative to the adapter.To avoid the very extensive manual repair welding required, the

weld was sectioned from the assembly and the weld joint remachined.The copper back-up fixture was reshaped to more ideally match theinside surface of the dome. More efficient outside clamping rings

were designed and the assembly was then rewelded by a similarsingle pass technique. In spite of these improvements, considerableweld mismatch and areas of incomplete. penetration again occurred.

PAGE NQo 20

PRATT WHITNEY AIRCRAFT :WA-2 156

An automatic inside TIG weld pass was performed with filler wireI additions. Radiographic inspection indicated that substantially all

areas of incomplete fusion had been eliminate'd." Th'se'areas.. . .

i~i which remained were manually repair welded. Radiographicinspection after these repairs revealed no defects other than light

to moderate weld porosity. After welding, bolt holes in the

adapter flange and rear dome aft closure flange were machined.

Rear dome ELA-6 weldment was then instrumented with straingages and assembled for burst testing (See Figure 13). Thebuslest sstn T hdulpoburst test schedule used was as follows. The hydraulic proof

pressure of 575 psig at 70F was applied in increments of 150

psig. The component was then subjected to three cycles between

575 psig and ambient pressures. Following cycling the pressurewas increased in 100 psig increments until burst occurred at

1184 psig. This burst pressure was significantly higher than thegoal of 25 per cent above proof pressure, indicating an excellent

burst margin for both the forged dome and the weld. All strain

gage data was recorded at each increment until yielding exceededstrain gage limits.

Rear dome burst test component ELA-6 ruptured circumferentially

with the failure origin at the weld-bead heat-affected zone interface

of a manual repair weld (See Figures 14 to 16). Extensiveyielding of the dome occurred prior to rupture, as may be noted

in Figure 14.

SFailure occurred at the inside surface with no indication of a prior

defect (Figure 16). Fracture surfaces showed shear-type

failures in both heavy and thin sections of the forged dome.BJ Thin areas appeared ductile but heavy sections appeared less

ductile with a tendency toward intergranular failure. (Figures

17 and 18). The fracture propagation showed a definite tendency

to follow manual repair welds (Figure 19). Mechanical property

evaluation of the dome and circumferential weld are now inB [process. An analysis of the strain gage data is also continuing.

To eliminate the difficulties encountered during welding of ELA-6,

it was decided to develop a two-pass TIG-welding method which

would reduce the instantaneous heat input during welding and thereby

minimize relative growth of the components being welded. The new

technique was developed on full scale test rings. Penetration

was very uniform and only slight weld porosity resulted. This

two-pass weld method appeared to give considerable improve-

Sment over the single-pass method previously used.

PAGE NO. 2 1

PRATT &WHITNEY AIRCRAFT PWA-2156

The two-pass method was used to fabricate the component bursttest assemblies of front dome ELA-5 and the first flow-turned fcenter section. These welds were acceptable by the radiographic

standards employed for steel rocket motor cases (TechnicalReport No. 766. 2/1-7) and required no repair welding.

Machining of front dome ELA-5 was completed. The rise-and-fall and skip-turning finish machining operations as described inTechnical Report Number WAL 766. 2/1-8 are shown in Figuresi20andZl. Front dome ELA-5 was then welded to a burst test

adapter (See Figures 22and2 and bolt holes were machined in thepolar port and in the adapter flange. The dome is currently beinginstrumented with strain gages in preparation for burst testing.

The second flow-turned cylinder was expanded approximately . 200inch to the desired diameter. The expanding operation was necessarybecause the mandrel upon which the cylinder was flow-turned issmaller than would be desired in view of the modified flow-turnpractice which avoids diametral growth. The cylinder was weldedto burst test adapters and instrumented with strain gages. Thecylinder was then hydrostatically pressure tested to burst con-forming to the same burst test schedule applied to rear dome ELA-6.The cylinder assembly burst prematurely at 540 psig hydraulic pressure.Failure initiated in the giith weld bead and propagated axially intothe adjacent adapter and cylinder section (Figure Z4). Preliminaryexamination of the girth weld fracture surface revealed that failurehad apparently originated at a transverse prior crack through aporosity pore (Figure 25). Fracture surfaces in the flow-turnedcenter section showed a ductile, 100 per cent shear failure (See

{jl Figure 26).

A detailed evaluation of this assembly is now being: conducted inorder to more fully establish the cause, of failure and the componentI] and weld properties.

F. Evaluation of Ti-15 Mo Alloy

Two 24 x 36 x 0. 072-inch sheets of beta stabilized Ti-15 Mo alloyhave been received for evaluation. One had been solution treated{ at 1508F and the other had been solution treated and aged (1508F +977 F( 16)AC).

[I The results of chemical analysis are presented in Table XII. Bendand tensile properties have been determined at 70F both parallel

PAGI NO. 22

____ ___ ___ ____ __ ___ ____ ___ tF

PRATT & WHITNEY AIRCRAFT PWA- 2 156

and perpendicular to the mill rolling direction. These propertiesare tabulated in Tables XIII and XIV. Results to date indicatethat this alloy has a lower strength but is more ductile than B-120VCA Titanium alloy when compared in the solution treated conditions(1508F and 1450F respectively). The subject alloy exhibited ayield strength of 157, 000 psi with 8.5 per cent elongation afteraging at 977F for 16 hours (Table XIII). The notched (.t=8) tensilestrength in this condition was unexpectedly low (113, 400 to 127, 400psi). Very little anisotropy was noted.

Bend tests on solution treated material confirmed the excellentductility illustrated by tensile properties (Table XIV). Thesolution treated and aged sheet exhibited poor bend ductility andsome anisotropy with the best ductility occurring parallel to therolling direction. Typical microstructures of solution treated, andsolution treated and aged material are shown in Figures 29 to 31.The solution treated material exhibited an equi-axed grain structurewith evidence of banding or. alloy segregation (Figure 29). Thestructure of solution treated and aged sheet also was equi-axed and

M showed a platerlike aging constituent emanating from grain boundariesand a non-resolvable matrix phase (Figures 30 and 31).

G. Conclusions

l.. Tensile data (70F) for Ti-6AI-6V-ZSn alloy TIG welds madewith AMS 4951 (commercially pure titanium) filler wire revealthat poor weld ductility results from solution treating (1630F)and aging (1000 to HOOF) after welding.

2. From test piece evaluation only (polar and rim extremities),lthe full scale press-forging technique using three operationsU .at 1800, 1800, and 1750F developed for front and rear domes

produces forgings with an inherent range of mechanical[I properties, with some having tensile property minimums as

low as 175, 000 psi yield strength in some areas and 3 per centelongation in other areas. Performance of parts with theseminimal properties is to be established by hydrostatic testing.

3. A full scale rear dome, press-forged by the above techniqueand aged to the 180, 000 psi minimum yield strength level witha 4 per. cent minimum elongation demonstrated excellentperformance in hydrostatic testing. Before bursting,the domesustained an internal pressure of 1184 psig which. is 206 percent of proof pressure.

1PAGE NO. 23

PRATT G WHITNEY AIRCRAFT PWA-2156IP

4. The res ults of the subscale flow-turning program have shownthat the flow turnability of B- 120 VCA titanium roll-forgedrings is improved after solution heat-treatment at 1800F for

15 minutes and a water quench. No adverse effects were

observed in the aging response and aged properties of cylinders

flow-turned from blanks heat treated in this fashion.

[I

Eii

IMAGE NO. 24

IF%

PRATT & WHITNEY AIRCRAFT PWA- 2156

IV. PROGRAM PLANNED

The following program is planned at this time but is subject to revisionIm as development progresses. Major emphasis has been directed towardthe study of metallurgical factors influencing material behavior duringforging flow-turning, heat treatment and welding, and also toward theresultant mechanical properties and performance capabilities. Theresults of these studies are now being utilized to achieve reliability in

full scale components in the 175,000 to 200,000 psi yield strength range.

A. Effects of Interstitials

& 1. Hydrogen - Sustained-load testing of notched (Kt=8) specimensfrom the second subscale 14-inch diameter flow-turned cylinder(70 and 200 ppm hydrogen) now in process will complete the

work intended under this phase of the program.

Z. Oxygen - The remaining three of the nine originally intendedpancake forgings will be upset at a later date if desired, butno further work is presently planned.

B. Forging Practice *:(Press Forging)

The mechanical properties achieved during this phase are currentlybeing correlated with performance capabilities through hydrostaticburst testing of full scale press-forged components (front and reardomes). Front dome ELA-5 is being processed and will be burst

tested. Rear dome ELA-8 will also be finish machined andhydrostatically tested. Results of these tests will assure performance

capabilities of forgings to be incorporated into the full scale motorcase.

J C. Weld Development

Cyclic, as well as bend and tensile, tests will be continued to qualifythe TIG-welding schedules to be employed for B- 120 VCA ti-tanium

alloy full scale component and motor case fabrication.

A lower temperature (500F) age-weld-age sequence will be investigatedill for Ti-6AI-6V-2Sn alloy weldments. Tests after this sequence willcomplete the evaluation of this alloy.

PAGI' NO.a 25

PRATT & WHITNZY AIRCRAFT PWA-21.56

I: D. Full Scale Components

1. Front Domes - Front dome assembly ELA-5 will be hydro--- statically pressure tested to burst.

Front dome ELA-7 will be rough machined and then held untilresults from the burst testing of front dome ELA-5 are available.If analysis indicates that the design of ELA-5 fulfilled therequirements then machining of ELA- 7 will be completed.

2. Cylindrical Center Sections - An investigation will be carried

out on the burst-tested cylindrical center section to determinefl the origin and type of failure along with an analysis of the

strain data.

Four of the machined forged rings are to be flow-turned into

cylindrical center sections. One of these will be aged to a200, 000 psi yield strength level and burst tested as a com-ponent and another will be used in fabricating a complete motorcase. The seventh blank is being held in the as-machined1 condition for future consideration.

3. Rear Domes - Rear dome ELA-1 will be machined for use infabricating the full scale motor case and ELA-8 will bemachined for component hydrostatic burst testing.

S'El. Evaluation of Ti-15 Mo Alloy

Future efforts in the investigation of this alloy will include parentmaterial aging response in the solution-treated and cold-worked:conditions and determination of TIG weldability.

PAGC NO. 26,

WI

PRATT * WHITNIY AIRCRAFT -- PWA -2156

APPENDIX A

Table s

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j- TABLE V

Transverse Tensile Properties (70F) of Ti-6AI-6V-ZSn Alloy Rolled RingForging Welded with AMS 4951 (Commercially Pure Titanium) Solution Treated

at 1630F for One-Half Hour (Water Quench) and Aged at 1000 to 10OF

Weld T.S. Y.S. (0.25,) Elong. (1 in) Failure.

Condition Bead (ksi) (ksi) (per cent) Location

1000F (4) AC Intact 194. Z 193.0 1.0 HAZ1000F (4) AC Intact 199.5 186.5 1.0 HAZ100OF (4) AC Flush 189.5 186.8 1.0 WM1000F (4) AC Flush 185.5 182.5 1.0 HAZ1000F (8) AC Intact 196.0 193.0 1.0 HAZ100F (8) AC Intact 192.8 189.0 1.0 HAZ100OF (8) AC Flush 184.2 181.2 1.0 WM1050F (4) AC Intact 174.4 --- 1.0 WM1050F (4) AC Intact 195.6 183.5 1.5 PM1050F (4) AC Flush 175.0 168.6 1.0 WM1050F (4) AC Flush 178.0 174.0 1.0 WM1050F (8) AC Intact 187.6 185.4 1.0 WM1050F (8) AC Intact 195.5 185.0 2.0 WMU 105OF (8) AC Flush 167.0 --- 1.0 HAZ1050F (8) AC Flush 175. 5 167.2 1.5 WM

O 100F (1) AC Intact 192.4 181. 2 5.0 PM110OF (1) AC Intact 192.5 180.0 2.0 HAZ110OF (1) AC Flush 182.0 172.0 1.0 HAZ1O0OF (1) AC Flush 181.2 172.5 1.0 WMII110OF (8) AC Intact 178.4 178.4 1.0 HAZ110OF (8) AC Intact 187.8 176.0 1.0 HAZ110OF (8) AC Flush 167.4 162.0 2.0 HAZh0OF (8) AC Flush 171.6 164.4 2.0 HAZ

Welding Parameters - Single Pass, Square Butt Joint *WM - Weld Metal1l 1. Amperage 163 HAZ - Heat affected zone

LU 2. Arc Voltage - 13 PM - Parent metal3. Travel Speed - 4. 5 in/min4. Filler Wire Diameter - 3/64 in.5. Filler Wire Feed - 26 in/min6. Gas Flow

Helium to Torch - 40 cfh[ Helium to Trailer Cup - 45 cfhArgon to Backup Fixturing - 2.0 cfh

II IPAGENO. 32

o- - I t ,

PWA-2156

TABLE VI

Tensile Properties (70F) of 14-Inch Diameter Cylinder Number 10Flow-Turned by the Present Two-Pass Technique

(50 Per Cent Reduction Per Pass), Stress-Relieved at 850F forOne-Half Hour and Aged at 800F

NotchedTensileStrength

Specimen T.S. Y.S. (0. 2%) Elong. (I in) (Kt=8)Condition Direction (ksi) (ksi) (per cent) (ksi)

As-stress-relieved Axial 179.9 172.7 9.0As-stress-relieved Axial 180.5 173.0 7.5As-stress-relieved Circ. 188.3 175. 6 9.0800F(I/2)AC Axial 185.8 178. 3 8.0

800F(1/2)AC Axial 186.2 175. 5 7.080OF(1/2)AC Circ. 194.0 182.8 7.08OOF(I/2)AC Circ. 195.3 184.0 7.0800F(1)AC Axial 188.0 178.6 7.0 151.5800F(1)AC Axial 188.8 180.7 7.0 160.0800F(1)AC Circ. 204.5 192.3 6.0 169.0800F(I)AC Circ. 199.0 186.0 6.0 171.,0800F(2)AC Axial 195.6 187.9 7.0800F(2)AC Axial 198.7 189.5 6.0

Ei 800F(2)AC Circ. Z06.0 190.5 6.0800F(Z)AC Circ. 205.0 191. 4 6.o

800F(4)AC Axial 208.0 197.8 5.0 128.5800F(4)AC Axial 206. 2 196.5 5.0 127.6800F(4)AC Circ. 217.5 207.0 5.0 146.8800F(4)AC Circ. 217.0 203.0 4.5 138.5800F(8)AC Circ. 227.0 216.0 3.0 121.0800F(8)AC Circ. 228.0 216.0 3.0 119.5800F(8)AC Axial 120.0110F(8)AC Axial, 115.5

Page 33

PRATT OrWHITNEY AIRCRAFT PWA-2156

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PWA-2156

I TABLE VIII

Tensile Properties (70F) of Full Scale 40-Inch Diameter Ring Re-Solution

Treated at 180OF Prior to Flow-Turning by the Present Two-Pass (50 Per

Cent Reduction Per Pass) Technique, Stress-Relieved at 850F for One-HalfHour and Aged 800F

SpecimenGage

Length T.S. Y.S. (0.2%) Elong. (1 in)Condition Direction (indh) (k (ksi) (per cent)

As-stress-relieved Axial 0.75 187.0 183.0 8.0As -stress-relieved Axial 0.75 183.8 179.5 7.3As-stress-relieved Circ. 1.0 198.5 186.0 6.0

As-stress-relieved Circ. 1.0 197.5 185.5 6.5As -stress-relieved Circ. 0.75 199.5 187.0, 4.0As-stress-relieved Circ. 0.75 200.0 190.8 4.7

800F (1/2) AC Axial 0.75 196.0 187.5 6.7

800F (1/2) AC Axial 0.75 196.5 188.0 7.3

800F (1/2) AC Circ. 1.0 207.0 197.0 6.0

800F (1/2) AC Circ. 1.0 206.5 197.2 5.0

800F (1) AC Axial 0.75 199.0 188.5 4.0

800F (1) AC Axial 0.75 199.0 190.0 6.7

800F (1) AC Circ. 1.0 208.0 198.0 4.0

800F (1) AC Circ. 1.0 209.0 198.0 4.5

800F (2) AC Axial 0.75 204.5 195.8 5.3

800F (2) AC Axial 0.75 204.0 196.0 5.3800F (2) AC Circ. 1.0 214.5 203.5 3.0

800F (2) AC Circ. 1.0 215.0 194.7 3.5800F (4) AC Axial 0.75 214.0 204.5 4.0800F (4) AC Axial 0.75 207.0 196.01 3.3

800F (4) AC Circ. 1.0 228.0 216.0 3.0

S800F (4) AC Circ. 1.0 231.5 Z20. 0 4.0

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PAGE No. 37

PWA-2156

iTABLE XI

Tensile Properties (70F) of Full Scale 40-Inch Diameter Rear DomeELA-9 Forged in Three Operations at 1800, 1800 and 1750F by

the Dogbone Technique, Solution Treated at 1450F

for One-Half Hour and Aged at 900F

T.S. Y.S.(0.2%) Elong. (1 in) ReductionCondition Location Direction (ksi) (ksi) (per cent) (per cent)

900F(1Z)AC Pole Tang. 178.0* 164.4 5.0 11. 7

900F(12)AC Pole Tang. 178.7* 165.0 6.0 11. 7900F(12)AC Pole Radial 177.4* 163.2 7. 5 16.8900F(12)AC Pole Radial 180. 1* 164.8 10.0 14. 7900F(12)AC Skirt Tang. 185.0* 172.9 4.0 8.6II 900F(12)AC Skirt Tang. 185.0* 173.6 4.0 8.6900F(18)AC Pole Tang. 184.2 168.0 7.0 9. 0900F(18)AC Pole Tang. 185.0 168.4 6.0 7.0900F(18)AC Pole Radial 186.6 169.0 10.0 10.0

900F(18)AC Pole Radial 186.6 167.4 10.0 11.5

900F(18)AC Skirt Tang. 192.0 178.6 3.0 3. 5900F(18)AC Skirt Tang. 190.0 178.4 3.0 5. 5900F(20)AC Pole Tang. 184. 6* 169. 1 5. 0 10. 9900F(20)AC Pole Tang. 188. 7* 171.9 5.0 10. 1900F(20)AC Pole Radial 190.3* 173.4 9.0 13.9

900F(20)AC Pole Radial 187.8* 171.3 9.0 13.9900F(20)AC Skirt Tang. 198.0* 185.2 3.0 6. 2

900F(24)AC Pole Tang. 193.6 177.5 5.0 8.5900F(24)AC Pole Tang. 194.2 177.8 5.0 6. 0

900F(24)AC Pole Radial 193.6 173.8 8.0 12.0900F(24)AC Pole Radial 193. 6 177.5 7. 0 10. 5900F(24)AC Skirt Tang. 197. 5 187.2 3.0 4.0900F(24)AC Skirt Tang. 199.0 186.6 3. 5 5.0

900F(30)AC Pole Tang. 200. 1* 186.4 5. 0 7.0900F(30)AC Pole Tang. 200. 5* 186. 2 4.0 6. 2900F(30)AC Skirt Tang. 200. 7* 19Z. 7 2.0 7. 7900F(30)AC Skirt Tang. 201.3* 193. 1 2. 5 5. 1

1550 (1/2) WQ + Pole Tang. 175.6 160.8 5.0 8.0900F(241)AC1550 (1/2) WQ: + Pole Tang. 177.8 164.0 5.5 8.0

900F(241)AC

Fh 1550 (1/2) WQ + Pole Radial 179.3 163.7 7.0 7.0900F(241)AC

1550 (1/2) WQ + Pole Radial 18Z.0 166.0 6.5 10. 0900F(241)AC1550 (1/Z) WQ + Skirt Tang. 201.5 188.8 4.0 7.0900F(241)AC

1550 (Q/2) WQ1 + Skirt Tang. 198.8 186.7 3. 5 4.0

900F(241)AC

Page 38

PWA-2156

TABLE XI (Continued)

T.S. Y.S.(0.2%) Elong. (1 in) Reduction

Condition Location Direction (ksi} (ksi) (per cent: (per cent)

1800F(1/4)WQ+ Pole Tang. 193.5 176.8 6.0- 7.0

900F(24)AC1800F(1/4)WQ+ Pole Tang. 193.8 177.0 6.0 5.0

900F(24)AC1800F(I/4)WQ+ Pole Radial 174.0 171.0 2.0 2.0900F( 24)AC

1800F(1/4)WQ+ Pole Radial 173.3 171.6 2.0 0.5

900F(24)AC-1800F(I/4)WQ+ Skirt Tang. 175.3 173.7 2.5 1.0

900F(24)AC1800F(1/4)WQ+ Skirt Tang. 170.9 2.5 1.0900F(24)AC1400F(2)WQ + Pole Tang. 152. 3* 141.1 7.0 17.5

900F( 12)AC1400F(Z)WQ + Pole Tang. 150.55* 139.5 9.0 15. 1

900F(I 2)AC1400F(Z)WQ + Skirt Tang. 178. 5* 165.4 5.0 10.1

900F(12)AC1400F(Z)WQ + Skirt Tang. 178.1* 165.8 5.0 8.6

900F(12)AC

* Data obtained by Wyman-Gordon

Page 39

PRATT & WHITNEY AIRCRAFT PWA- 2156

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Qý CIRCUMFERENTIAL

220 SPECIMENSI j AXIAL SPECIMENS

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TENSILE STRENGTH - CIRCUMFERENTIAL

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