Rise of Air Bubbles in Aircraft Lubricating Oils
Abstract : Lubricating and antifoaming additives in aircraft lubricating oils may impede the escape of small bubbles from the oil by forming shells of liquid with a quasi-solid or gel structure around the bubbles. The rates of rise of small air bubbles, up to 2 millimeters in diameter, were measured at room temperature in an undoped oil, in the same oil containing foam inhibitors, and in an oil containing lubricating additives. The apparent diameter of the air bubbles was measured visually through an ocular micrometer on a traveling telescope. The bubbles in the undoped oil obeyed Stokes' Law, the rate of rise being proportional to the square of the apparent diameter and inversely proportional to the viscosity of the oil. The bubbles in the oils containing lubricating additives or foam inhibitors rose more slowly than the rate predicted by Stokes' Law from the apparent diameter, and the rate of rise decreased as the length of path the bubbles traveled increased. A method is derived to calculate the thickness of the liquid shell which would have to move with the bubbles in the doped oils to account for the abnormally slow velocity. The maximum thickness of this shell, calculated from the velocities observed, was equal to the bubble radius.
Foaming and Aeration of Oils in Aviation Powerplant
The presence of foam or unduly aerated oil in the lubricating-oil systems of aircraft power plant can be very troublesome—more so in reciprocating engines than in gas turbines, since the rates of circulation are greater and the viscosity grade of the oil is higher. Consequently in this paper, which surveys present knowledge about oil foaming, reciprocating engines are the main consideration. In the conventional aircraft “dry-sump” oil system, a simplified diagram of which is shown in Fig. 1, oil is pumped from a supply tank to the bearings, and so on, by a so-called “pressure” pump. This oil then drains down into the sump and is picked up by “scavenge” pumps which return it to the supply tank. There are usually at least two scavenge pumps so that the oil is cleared away irrespective of the attitude of the aircraft.
Joint strength of aluminum ultrasonic soldered under liquidus temperature of Sn–Zn hypereutectic solder
Abstract In order to obtain high-strength aluminum joints, ultrasonic soldering of 1070 aluminum was conducted under liquidus temperature of Sn–Zn hypereutectic solder. A device for ultrasonic soldering was assembled, which propagated ultrasonic vibrations in a direction perpendicular to joining surfaces. This device joined 1070-Al using quasi-melting Sn–Zn hypereutectic solder without using any artificial spacers. The strength of the solder joints was evaluated by tensile tests. The optimum joining conditions were determined, and the effects of solder compositions and soldering temperature on the joint strength and the solder layer thickness were examined. In this ultrasonic soldering process, the highest tensile strength was obtained for the solder joints fabricated at 220 °C for the Sn–23Zn and Sn–40Zn solder compositions. The joint strength was equivalent to that of 1070-Al heat treated at 220 °C. The sound joints were obtained at 300 °C using Sn–82Zn solder, the liquid phase volume fraction of which was theoretically only 0.24. The present work also revealed that the thickness of retained solder layer in the joint after ultrasonic soldering could be estimated. Accordingly, ultrasonic soldering under the liquidus temperature of Sn–Zn hypereutectic solder could be a spacer-free soldering method to obtain high-strength aluminum joints.