1

Performance, Structure, Properties, and Processing Relationships in Nickel Aluminum Bronze

(C63000) for Application as Aircraft Landing Gear Bushings
MSE 401 Report
Erik Fergerstrom

I. Introduction:
This report will discuss the performance requirements and microstructure of Nickel
Aluminum Bronze C63000, as well as typical methods of processing such as seamless pipe
forging, hot rolling, and shrink fitting. Also, the relationships between these topics and the
properties of the alloy will be investigated. The specific component of interest is a bushing that is
used in the landing gear of an aircraft. Landing gear as a whole is an extremely vital part of an
aircraft, as it supports its entire weight during landing and grounding operations [1]. The bushing
is a piece of metal that sits in one of the pivot points between the rotating shaft and its housing.
Its main function is to protect the critical parts of the landing gear from the elements as well as
other factors such as wear-and-tear. The alloy Nickel Aluminum Bronze C63000 exhibits
excellent characteristics to be used for application as landing gear bushings. The image below
shows a portion of the landing gear of an aircraft, and it can be seen that there are several of
these bushings located near the wheels:

Figure 1: View of the Landing Gear Showing the Bushings [2]

II. Performance Requirements:

Due to the fact that landing gear bushings can be exposed to an extremely wide range of
conditions, it is essential that they have excellent characteristics, such as being able to withstand
very high loading, high abrasive wear conditions, and highly corrosive environments. For
example, there is an enormous amount of pressure exerted on the landing gear each time a plane
lands, and over the lifespan of these parts, this pressure is exerted thousands of times. The
repetitive motions that occur during landing cause abrasive wear to occur between parts that are
constantly in contact with each other. In addition, the large temperature change experienced by a
plane descending through the air during the landing process has a large effect on many of the
landing gear components, with the bushings certainly one of them. The condition of the runway,
such as whether it is dirty or dusty, also definitely has impact on the bushings [3], as poor
conditions can certainly lead to a situation involving corrosion. Picking an alloy for the landing

gear bushings that can perform higher than others in these typical environments is vital, and the
qualities of Nickel Aluminum Bronze C63000 explain why it is used successfully for this
application. These bushings are shown in more detail below:

Figure 2: Close-up view of the Bushings prior to Plane Assembly [2]

The exact mode of failure of a landing gear component depends on the specific
conditions that the part experiences during use. One type that has been observed is a fatigue
fracture. This occurs by initiation and growth of a crack during high cyclic loading, forming
characteristic beachmarks. After substantial crack growth, fracture occurs due to overload [4]. It
is very typical for some form of corrosion to be the cause of the fatigue crack initiation [4].
Another type of failure that can be experienced by landing gear components is ductile rupture.
The fracture surface in this case is characterized by ductile intergranular cracking as well as
dimples [5]. The source of these is the formation of pit cavities associated with intergranular
corrosion, and these act as stress raisers [5]. It is in the best interest of engineers to prevent
failures like these from occurring by first performing analyses on already affected components.
Since the alloy Nickel Aluminum Bronze C63000 provides improved properties and
performance, it has become a better choice than previously used materials for application in the
bushings of aircraft landing gear.

III. Microstructure Optimization:

The physical and mechanical properties of Nickel Aluminum Bronze are important in the
application of landing gear bushing for a variety of reasons. The chemical composition and
processing of nickel aluminum bronze is crucial to obtain the desired microstructure and
mechanical properties of the alloy due to specific features that other bronze alloys do not
possess. A breakdown of the chemical composition of the C63000 alloy can be seen in the table
below:

Cu

Al

Ni

Fe

Mn

Zn

Sn

Si

Rem.

9.0-11

4.0-5.5

2.0-4.0

1.5

0.30

0.20

0.25

Table 1: Chemical Composition of Nickel Aluminum Bronze C63000 [6]

In the case of nickel aluminum bronze, the microstructure contains less than 11%
aluminum (roughly 10%) and therefore consists of alpha solid solution and nickel/iron rich
kappa phase. This kappa phase absorbs the aluminum from the alpha phase and prevents the beta
phase from forming only if the percent aluminum is lower than 11%. This causes the increase in
the mechanical strength of the nickel aluminum bronze and no change in ductility. If the beta
phase were to form then it would decrease in ductility although it is harder and more brittle than
the alpha phase. As long as the material isnt quenched, then the beta phase wont transform into
a martensitic structure. Reheating or tempering the martensite will create a more desired
structure of alpha and kappa precipitates which will increase the strength and the hardness. If the
martensite structure is slow cooled, the kappa precipitates will be present in lamellar form and
will be well distributed in the alpha regions. The importance of adding iron and nickel in the
nickel aluminum bronze is to subdue any gamma double prime formation since it would be
damaging and harmful to the microstructure of the alloy [7].
It is important to look at the microstructure of nickel aluminum bronze when looking at
the corrosion resistance of the alloy because as the corrosion resistance increases due to the hot
extrusion process, the volume fraction of beta phase to alpha phase increases. The majority of the
research on this corrosion behavior is usually performed on cast or wrought nickel aluminum
bronze. In the cavities of the cast NAB, one can see that the microstructure consists of mostly
alpha-copper and intermetallic kappa phases with a small fraction of beta martensitic phase.
Using seawater as a substitute for examining corrosion rate shows results of the alpha phases
being attacked at the interfaces with the kappa precipitates but it all depends on multiple factors
such as the corrosive environment, the composition of the NAB alloy, the roughness of the
surface area, and the history of its processing techniques. Also, research has found interesting
data on the corrosive behavior of heat treated NAB which showed a variety of secondary phases
found at the cracks in its grain boundaries causing stress corrosion cracking. It was determined
that this heat treated NAB proved to be more corrosion resistant than NAB samples that were not
heat treated. The relationship between the microstructure and the corrosion behavior of the heat
treated NAB can help determine the best combination of the mechanical properties and corrosion
resistance for all future applications of NAB. The outcome of this investigation showed that the
microstructure of the hot-extruded NAB had alpha grains, globular kappa precipitates with small
fraction of beta martensite, and lamellar (alpha & kappa III) eutectoid structure. When it was
heat treated the eutectoid structure disappeared leaving only the alpha grains and kappa
precipitates. The NAB was then quenched in water to obtain alpha and beta microstructure from
martensitic transformation. This showed promising results under seawater immersion tests to
determine that the corrosion was the lowest for the heat treated NAB while the highest for the
quenched NAB. This means that the elimination of beta and (alpha & kappa III) eutectoid
structures is important because they are harmful to the microstructure of the NAB alloy and thus
doing so will ultimately improve the corrosion resistance [8].

IV. Processing Optimization:

Although copper is the most prevalent element in all bronze alloys, it is the key additions
of aluminum, nickel, and iron that give this alloy the strength and corrosion resistance that other
bronze alloys do not have. Aluminum and nickel are the most important alloying elements, for
two different reasons. The addition of aluminum gives the bronze strength, but more importantly
it makes the alloy resistant to corrosion. Aluminum has a low oxidation rate at high temperatures
and attributes its corrosion resistance to reacting with oxygen in the atmosphere. This results in
the formation of a thin, tough alumina layer that acts as a barrier to corrosion of the copper alloy.
Heat treatments of an aluminum bronze alloy further strengthen the material and typically
involve solution annealing followed by quench hardening. This results in a very strong and hard
alloy, but also an extremely brittle one. Typically, to reduce the brittleness and make the alloy
harder, the material would be annealed at temperatures between 1100 and 1250F, but this
treatment decreases the strength. The addition of nickel to the alloy was found to be the solution
to the problem. Adding nickel to the alloy suppresses the material from transforming to the
eutectoid (brittle low strength). By stopping the bronze from becoming eutectic, the material can
then be stress relieved, resulting in the precipitation of the secondary alpha phase between 800
and 1050F. The nickel aluminum bronze alloy produced through this process has an extremely
high tensile strength, yield strength, ductility, toughness, corrosion resistance, and abrasion
resistance under severe loading conditions [2].
While exhibiting these excellent properties after annealing, nickel aluminum bronze also
has great machinability for having such high strength characteristics. This allows for continuous
casting to occur in the form of mandrel direct extrusion for seamless pipe forging. This hot
forging process has several key variables that affect the final extruded product. The tools used
need to be able to operate under extreme temperatures, pressures, and abrasive wear, all of which
can be controlled by means of the extrusion velocity, ratio, extrusion shape, and type of
lubrication used [9].
Heated to about 1800F, the billet is pierced by a mandrel as the ram pushes it through
the die cavity, forming the hollow, inner diameter of the pipe while developing a uniform
microstructure consisting of small K- grains. During this process, the right lubrication is
paramount so as to not prematurely solidify during the rolling process. A variety of glass-based
or graphite lubricants are used due to their low friction and heat transfer to the die [9]. In order to
create a uniform grain structure on the outer diameter of the tube, the mandrel remains within the
center of the tube while the nickel aluminum bronze sleeve is put through a series of rollers
which compress and elongate the grains. In keeping the mandrel in the center, the tubing is able
to withstand immense pressures associated with rolling without the risk of fracture propagation.
By processing nickel aluminum bronze in a seamless pipe forging fashion, the need for welding
and the creation of a heat affected zone, creating a constant microstructure and chemical
composition throughout the length of the bushing. This ultimately prevents the development of
stress concentration zones and hot spotting formation defects that may develop when welding is
involved in the processing.
Upon completion of the initial piercing and rolling, the product can be annealed to the
desired temperature between 800 and 1050F in order to acquire the desired properties
mentioned. The thermal expansion associated with this annealing is then compensated by going
through an additional rolling step where the tube sleeve is once again compressed and elongated

and allowed to be spray quenched in order to solidify the nickel aluminum bronze tubes with the

desired microstructure. These tubes are then cut to length and sent to the manufacturer.
Figure 3: Schematic showing the Mandrel Extrusion Process [9]
In order to produce a flush interface of the bushing to the housing of the landing gear
component, a process such as cryogenic shrink fitting is used in order to bind the bushing
without any adhesives whatsoever. By taking advantage of the thermal expansion coefficient of
bronze, soaking the bushing in liquid nitrogen for a short period of time is done in order to
reduce the diameter of the bushing. In doing so, not only is the piece allowed to expand as it
relaxes returning to room temperature, but there is virtually no cold work done associated with
shrink fitting since the nickel aluminum bronze piece is not held at a low enough temperature
long enough for tempering to occur [10]. A flush interface is made with the housing of the landing
gear, and the assembly is complete. This also makes replacement of the bushing very simple as
needed using a high torque bearing press. Inspections of bushings happen every four to five years
but the maximum fatigue life of most aerospace bushings is ten years pending on wear.
V. Conclusions and Recommendations:
There are many different alloys in the nickel aluminum series similar to C63000. The
reason that C63000 is most commonly used for landing gear bushings rather than other alloys in
the series is because of its unique properties, processing, and production techniques. C63000 and
C63020 are both wrought alloys that are extruded products from solid bar stock and can be
formed to limited shapes, typically bars and rods [11]. The cost of production of these wrought
alloys is slightly more than others in the series and there is an increase in scrap metal loss, but
the mechanical properties of C63000 and C63020 are slightly higher than other nickel aluminum
bronzes. These alloys are used in parts that require extreme strength, hardness, ductility, and
toughness, typically found in aircraft bushings experiencing heavy loads, high abrasion, and
deformation [12]. The C95510 and C95520 are cast alloys manufactured through continuous

casting, which saves money and time of production. This process also results in less scrap loss,
but the mechanical properties are slightly lower than that of the wrought alloys C63000 and
C63020 [2]. From a manufacturing and production standpoint, the processing time and cost of
making these alloys varies, with slight differences in mechanical properties. It is therefore
recommended that if the material is required to be the strongest it can be that the wrought alloys
C63000 and C63020 are used for applications in landing gear bushings due to their higher
mechanical properties, regardless of its production cost and time.
In conclusion, nickel aluminum bronze is a high strength, high hardness, and ductile
material with extreme corrosion and abrasion resistance perfect for applications in aircraft
landing gear bushings. Below is a table comparing two different nickel aluminum bronze alloys,
C63000 and C63200. The table shows C63000 to have higher tensile and yield strengths as well
as a higher corrosion resistance due to the higher concentration of aluminum present. The
fabrication processes and typical applications can also be seen in the right column:

Table 2: Properties and Applications of Wrought Coppers [13]

This table shows just one other alloy in the nickel aluminum bronze series. There are many
others with slightly different properties and compositions. C63000 is one of the strongest and
most easily produced alloys with very important and prevalent applications in society. The high
strengths as well as the corrosion and abrasion resistance make it a perfect material for the loads
and forces exerted on aircraft landing gear bushings.

VI. References:
[1]https://www.faa.gov/regulations_policies/handbooks_manuals/aircraft/amt_airframe_handboo
k/media/ama_Ch13.pdf
[2]http://www.nationalbronze.com/News/nickel-aluminum-bronze-for-landing-gear-bushings/
[3]http://www.aviationpros.com/article/10388915/landing-some-information-a-fresh-perspectiveon-why-landing-gear-need-an-overhaul
[4]Franco, L. A. L., et al. "Fatigue Fracture of a Nose Landing Gear in a Military Transport
Aircraft." Engineering Failure Analysis 13.3 (2006): 474-9. ScienceDirect.
[5]http://www.researchgate.net/profile/Cesar_Azevedo/publication/223266572_Aircraft_landing
_gear_failure_fracture_of_the_outer_cylinder_lug/links/00b7d526ea3ccf1c35000000.pdf
[6]http://www.morganbronze.com/pdf/c630_nickel_aluminum_bronze_pdf.pdf
[7]http://www.copper.org/resources/properties/microstructure/al_bronzes.html
[8]http://www.amse.org.cn/fileup/PDF/E2009111.pdf
[9]https://books.google.com/books?
id=Kws7x68r_aUC&lpg=PA243&ots=sHp2n_ObXN&dq=mandrel%20extrusion
%20bronze&pg=PA243#v=onepage&q=mandrel%20extrusion%20bronze&f=false
[10]http://www.nitrofreeze.com/services/custom-cryogenic-processing/shrink-fitting/
[11]http://www.sequoia-brass-copper.com/630FPU.htm
[12]http://www.aircraftmaterials.com/data/copper/ams4590.html
[13]http://www2.hcmuaf.edu.vn/data/phamducdung/thamkhao/MachineryHandbook/MH26/yd.p
df