Safety: Size vs. Weight Debate

Image via Wikipedia

Safety is among the top priorities for consumers and the automotive
industry alike. However, it is a complex issue involving the study of many
different types of single vehicle crashes (hitting obstacles, roll-overs, etc.) and
multiple vehicle crashes. Historically, automotive safety has been measured by
reviewing actual crashes in a statistical manner and assessing which features
(weight, wheel base, age or type of vehicle) make a safer vehicle and by conducting
vehicle crashes with dummies into barriers or with side impact.

While these measurements are useful, they do not allow for the systematic
investigation – across many different crash types – of how much safer a vehicle
could be made if its size and weight are altered.

In order to shed light on this issue, the Aluminum Association commissioned
Dynamic Research, Inc. (DRI) to analyze the safety differences in a fleet of SUVs
that vary by size and weight while also studying the safety of the driver in the other
vehicle involved in the crash. This comprehensive approach considers safety in the
context of providing protection for all passengers and vehicles on the road.

Read the full report from here.

Toyota Boasts About Castings

Taken from http://www.moderncasting.com/

Before the big game this past weekend, we saw some castings while watching the NFL during championship week. (Are we getting paid for this overtime?) The castings weren’t on the field of play, of course (although the Steelers defense often looks like it’s composed of engineered metal components). Instead, they took center stage in an advertisement for the Toyota Tundra.
In the 30-second spot, Toyota highlights the Tundra’s power train. On the right side of an oversized balance is a “cast iron V-8 block [that] makes your truck weigh more,” and on the left is an “aluminum [block] that lets you tow more.”

The announcer doesn’t say so, but of course the block on the left is also cast. According to marketing representative Erin Poole, the part is in fact made by Toyota-owned metalcasting facility Bodine Aluminum. Regardless of the use of the word “cast” with the iron block but not the aluminum one, both of the parts are intended in the commercial to look like mean components that make up a mean machine. And the engineered, cohesive look of the castings helps pull that intention off.

Remember, this is the line of trucks that have been featured in some of the more over-the-top truck advertisements ever produced. Namely, the ones showing the Tundra pulling off death defying feats with relative ease—bringing a 10,000-lb. trailer quickly to a stop down a steep grade, stopping at the edge of a gorge after barreling through a tight gate, etc. The company also went all out to show just how tough the Tundra is during this year’s Super Bowl. So the castings used in the more subtle campaign have big shoes to fill.

And according to Poole, castings haven’t made their last appearance in the Tundra commercials. The truck also features a cast steel brake rotor that will make an appearance in the campaign sometime in the near future. Keep yours eyes out for it, and tell your boss you did some industry research while watching TV.

Development of Hypereutectic Aluminum-Silicon Alloys for High Pressure Die Casting

The current paper presents the results of the experimental program to develop of hypereutectic aluminum-silicon alloy similar to the 390 alloy for high pressure die casting. Calcium and zirconium were respectively used as eutectic silicon modifier and primary silicon refiner. Calcium, once considered deleterious because of its effect on the properties of aluminum alloys, is now considered beneficial in many ways. The addition of calcium decreases the nucleation temperature of the primary silicon, thus makes the developed alloy suitable for high-pressure die casting avoiding the problems such a reduced die life, due to a thermal fatigue and abrasion. In addition, a low pouring temperature of new hypereutectic die casting alloy minimizes the risk of the melt spurting out of the die and appearance of hot tearing. The optimum alloy and process parameters of the high pressure die casting process were selected by a designed die which contains test samples for measurement of hot tearing resistance, die sticking tendency, mechanical properties and abrasive wear. Effects of filling conditions on microstructure and mechanical properties of AlSi17Cu4 with combinations of Ca and Zr are discussed.

This is a paper being Presented at the 113th Metalcasting Congress. Registration Open Now!

A new way to produce hydrogen with aluminum and water

Penn State University and Virginia Commonwealth University scientists have discovered a way to produce hydrogen by exposing selected clusters of aluminum atoms to water. The artist's concept shows aluminum clusters reacting with water to produce hydrogen. The image on the bottom depicts a water molecule. One hydrogen atom (red ball) and two oxygen atoms (silver balls) split on the surface of an aluminum cluster. The blue regions are Lewis-acid sites and the orange regions are Lewis-base sites. The upper-right image shows multiple water molecules binding to the active sites of an aluminum cluster. The upper-left image shows the release of hydrogen (two silver balls surrounded by orange halo). Learn more.

EPA Proposes New Area Source Rules for Nonferrous Facilities

As part of its Urban Air Toxics Strategy under the Clean Air Act and a consent decree with the Sierra Club, the U.S. Environmental Protection Agency (EPA) is required to promulgate new air emissions standards for smaller, or area sources of hazardous air pollutants (HAPs), from a broad range of industry sectors, including aluminum, copper and other nonferrous metalcasting facilities. On Jan. 15, EPA signed the proposed area source rule for nonferrous metalcasters.
EPA expected to publish the proposed rule in the Federal Register by the end of January. Pursuant to the terms of the court order, EPA must issue a final rule for these three metalcasting area sources by June 15.

The proposed rule establishes a set of management practices for all of the area source metalcasting facilities and emission limits for copper and other nonferrous metalcasting facilities. The proposed rule requires all aluminum, copper and other nonferrous metalcasting facilities that melt 600 tons of metal per year to meet the following management practices: cover or enclose each melting furnace that is equipped with a cover or enclosure during the melting operation, to the extent practicable (ie., except where access is needed, such as for charging, alloy addition, tapping); purchase only metal scrap that has been depleted of HAPs in the materials charged to the metal furnace (except metal scrap that is purchased specifically for its HAP metal content for use in alloying); prepare and operate pursuant to a written management plan that includes both of the practices listed previously and any other management practices that are implemented at the facility to minimize emissions from melting furnaces. The comment period on the proposed rule will be 30 days from the date of publication in the Federal Register. The AFS 10-E Committee will be conducting a more thorough review of the proposed rule and preparing comments on behalf of the metalcasting industry.

To view the proposed rule summary, click here. For more information, contact Jeff Hannapel, The Policy Group, at jhannapel@thepolicygroup.com or 202/457-0630.

Heat Treating of Light Alloys

March 25-26, 2009

Doubletree HotelAnaheim/Orange County, CA USA

Mark your calendars for the first-time presentation on light alloys in heat treating. Learn all about aluminum and titanium, next generation composites, new techniques in processing, microstructure development, resultant properties and performance. Get a leg up on the competition in the fast-changing world of light alloys.Network and do business with the best in the heat treating industry.

New journal from AFS (IJMC) features Modification of Al-Si Alloys

The 2009 Winter issue of the IJMC has been released. This issue marks the beginning of its second full year of publication, and includes a detailed technical discussion on the modification of aluminium silicon alloys through strontium additions. A previously published journal article—printed in the Spring IJMC Spring 2008 (Vol. 2 Issue 2)—and a subsequent letter to the editor resulted in a comprehensive technical discussion on mechanisms for nucleation of eutectic silicon and other intermetallic particles in aluminum-silicon alloys, including counter hypotheses and alternative theories to those proposed in the original article. The issue also includes two other papers on metallurgy of aluminium casting alloys, A Comparative Study of Porosity and Pore Morphology in a Directionally Solidified A356 Alloy and Characterization of the Flow Behavior of Near Eutectic Composition Aluminum-Silicon Alloys.

Visit www.metalcastingjournal.com.

New concept for manufacturing engine blocks by diecasting

At the end of the 1970s, engine blocks were for the first time no longer made from grey cast iron, but aluminium. This change in the raw material was triggered by the weight reductions allowed by the appreciably lower density of aluminium – despite the higher material cost. Ever since, light metals such as aluminium and increasingly also magnesium are playing an ever more important role in engine construction. Not least, more stringent environmental protection laws also favour the use of light metals. 2006 was the first year that more passenger cars left European assembly lines with engine blocks of aluminium rather than grey cast iron.

 

Advantages of aluminium diecasting

The engine block is made up of two distinct functional units – the cylinder block (upper part housing the cylinders) and the crankcase (lower part housing the crankshaft). The diecasting process has been found to be a very viable option for manufacturing aluminium engine blocks. It is distinguished by high output and flexibility in component design. The attractiveness of the diecasting process is likely to increase further still, for the potential of aluminium as an engineering material has by no means been exhausted yet, at least in the field of Otto engines. State-of-the-art diecasting machines equipped with cutting-edge real-time control systems such as those manufactured by Buhler allow highly variable selection and adjustment of the die cavity filling process. In addition, with the support of vacuum, they even permit heat treatment for increasing the strength of the components made.

 

In quest of additional improvements

Aware of the attractiveness of diecasting, the specialists at Bühler Druckguss (the Die Casting divi-sion of the Buhler Group) teamed up with their colleagues at the German die-maker Schaufler Tooling to find additional improvements. The goal was to eliminate the still perceptible drawbacks of conventional manufacture. Ultimately, this would further increase the profitability of the diecasting process for making engine blocks.

In an initial analysis, the following cost drivers were identified and dealt with:

• Long cycle times

• Large and heavy dies

• High wear on the cooling water jacket inserts

• Long downtimes due to: time consuming die maintenance (for example tedious removal of the moving die half for changing the water jacket); frequent injection of molten metal behind core slide guides; frequent die leakage; frequent rupturing of ejector pins; uncontrolled die heating and cooling.

 

Based on this analysis and Buhler’s and Schaufler Tooling’s experience, two new cost-optimised engine block concepts were developed for making inline and V-engines. This effort was supported by the experience that Buhler has accumulated in the supply of over 30 diecasting cells for making engine blocks, and that of Schaufler Tooling, which to date has supplied a number of engine block dies. Both concepts have now been patented.

 

Die-making and mechanical engineering blended

The difference between an inline engine and a V-engine lies in the configuration of the cylinders. As the name suggests, the cylinders of an inline engine are arranged in a straight row, whereas two cylinder rows are arranged in a V-shape at a certain angle in the V-engine.

The revolutionary thing about the two new Buhler concepts is that they are the first to blend cutting-edge die making with state-of-the-art mechanical engineering technology. This combination of the two disciplines produces a commercially promising solution for manufacturing engine blocks. Thus, for instance, the water jacket and the contour core slide can be pulled by a certain stroke length already after partial solidification of the metal. This reduces the heat input from the aluminium into the water jacket, which in turn appreciably increases the life cycle of the water jacket.

 

Design improvements

In addition, the project team implemented a number of die design measures. These increase the up-time of the die and therefore the capacity utilisation rate of the diecasting cell. For example, the con-tour core slides can be changed on the machine itself with great ease and within a very short time. A special locking design reduces the deflection of the outer slides by as much as 50%. This, in turn, reduces the injection of molten aluminium behind the slides while improving the dimensional accuracy of the engine blocks. A new technique for sealing the cooling bores diminishes their proneness to leakage. Furthermore, a concept which eliminates the need for ejectors in making inline engines prevents downtimes.

Machine fulfills die functions

One major problem in conventional engine block production is that very large and therefore expensive dies must be used. In the new Buhler concept, the diecasting machine fulfills certain functions of the conventional die. This eliminates the need for ejector boxes and ejector tables in the new dies. This and additional weight-reducing optimisations enable the die costs for making V-engines to be slashed by 25%, and inline engines by 10%.

The new concepts also boost productivity. An optimised temperature control design, the freshly developed 'Flextool’ die spray system from the Acheson company, and synchronised machine motions which allow simultaneous spraying of both die halves save valuable seconds. These features cut the cycle time by 10 to 20%, depending on the weight of the raw part.

Together with Schaufler Tooling, Buhler presented this novel concept to a number of renowned engine block producers as far back as early 2006 which triggered this year’s projects. At present, the prototype of a V6-engine crankcase is being tested. At the same time, a prototype die is being made for an inline engine crankcase.

 

The author is Marc Fuchs, head of product management, Buhler Die Casting at Buhler Uzwil/Switzerland. web:

www.buhlergroup.com

Parts Cast in a New Light

By Rebecca Thyer

Special coating gives auto plants a competitive edge.
An Australian discovery is revving up the world's car parts industry by radically advancing the performance of component casting. Through work to develop a long-life die coat for the low-pressure and gravity die casting industry, a revolutionary new insulating coat has been developed that can last up to 10 times longer than traditional coatings.
Dr Mahnaz Jahedi and Stefan Gulizia with a BMW V8 Engine Block made in the European trial of CASTcoat™

CASTcoat™ is an ultra-low maintenance coating with adaptable insulating properties. The coating – essentially a strong, porous ceramic layer that is resistant to wear and tear – is applied to the die using a thermal spraying technique. (A die is a mould in which metal components are formed.)

CSIRO scientists Dr Mahnaz Jahedi and Stefan Gulizia, and a University of Queensland PhD student, Mary Giannos, initially discovered CASTcoat™. The CSIRO scientists then developed the technology for an industrial environment. The research program was part of the Cooperative Research Centres for Cast Metals Manufacturing (CAST), giving the product its name.
In conventional low pressure and gravity die casting processes, filling the die cavity is slow and the metal die has the capacity to rapidly extract heat from the molten alloy. Traditionally, die coats act as insulators to prevent premature solidification of the casting, but they also control the quality of the end product.

While these coatings provide adequate insulation and prevent premature solidification of the alloy, they offer poor resistance to wear, because of weak bonding. Their application is also highly operator-dependent. It is not uncommon for coatings to be completely replaced after a few shifts. Even after only a few uses or 'shots', localised damage on the coating surface in the die cavity often needs to be repaired, a process called ' touch ups'.

Leading CSIRO Manufacturing and Infrastructure Technology researcher Dr Mahnaz Jahedi says this has been a long-term problem for industry: 'Consistency of parts could not be guaranteed.'

CASTcoat™ overcomes traditional problems because of its use of thermal spray technology. Instead of using a silicate-based binder, bonding is created by partial melting of the actual ceramic particles, fusing them together.

The resulting bond is far stronger than traditional binders. This means high wear-resistance and durability, ensuring the die is better protected, with none of the constant touch-ups required by conventional die coats.

In a current European trial, a car parts producer that supplies well-known automotive manufacturers has been 'overwhelmed' by the results.
Dr Jahedi says the company applied CASTcoat™ before Christmas and by the second week of January it still had not needed replacing: ' Using conventional methods, the insulating coat would have been replaced many times by then.'

Successful industry trials have now led to the commercialisation of CASTcoat™ by Acheson Industries (part of the ICI group), which has taken up an exclusive licence for the technology.
Jean-Michel Bachtarzi, Acheson global business director process and engineering materials, says: 'We have evidence that the current CASTcoat™ performance delivers tangible and significant benefits that help the industry meet its objectives. CASTcoat™ provides Acheson with a revolutionary new technology that creates significant market opportunities for our company.'

Additionally, the insulating properties of CASTcoat™ can be tailored to any application, without changing the die coat thickness, while product consistency can be ensured.
A wide range of casting surface finishes – from rough to very smooth – can also be produced by CASTcoat™ and maintained.

While the main users will be companies that manufacture lightweight allow parts for the automotive industry, the durable insulating coat can be used across a variety of applications, such as molten metal handling or wherever any insulating and wear-resistant coatings are needed, says Dr Jahedi. 'There have been a lot of enquiries from companies wanting to use this technology.'

CAST was established under the Australian Government's CRC program and has backing from the Victorian and Queensland state governments.

CMI Offers Permanent Molding Aluminum-Tilt Pour Course

Cast Metals Institute (CMI) will be offering a Permanent Molding Aluminum-Tilt Pour course Dec. 2-4 at Century Foundry, Muskegon Heights, Mich. The production of aluminum castings using the tilt pour method is featured in this course. Time will be devoted to discussing such mold details as materials, thermal considerations, coatings and coating maintenance. The selection of aluminum alloys for permanent molding and the characteristics of aluminum alloys also will be discussed, along with a review of operating problems and casting defects.

For more information, or to attend this course, contact AFS customer service at 800/537-4237 or click here to register.

Aluminium Cast House Technology 11th Australasian Conference & Exhibition

ACHT2009 The 11th Australasian Conference and Exhibition

Date Sunday 13th September to Wednesday 16th September 

Venue Surfers Paradise Marriott Resort & Spa 

Location Surfers Paradise, Gold Coast, Queensland, Australia

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Call for Papers

The call for papers for the conference is open and the deadline for submission of abstracts is fast approaching. Abstracts should be submitted by 14th November - that's next week!

Abstracts will be used to select those papers to be presented at the conference, which will also be published as 8 page full technical papers in a hard bound copy of the conference proceedings (also to be available on CD). 

We are using an online conference paper management system called "EasyChair" to manage the submission of both abstracts and then papers. Instructions for using EasyChair are available from our website or you can visit the EasyChair site directly here. 

About the conference

The Aluminium Cast House Technology conference and exhibition is held every two years and is currently being hosted by the CAST Cooperative Research Centre with the support of the aluminium industry. The objectives of the conference are:

• To present material on the latest developments in industry production trends, cast house equipment, processes, technology, alloys, products, safety, markets and management, giving particular attention to environmental issues facing the industry
• To broaden the training of engineers and scientists involved in melting and casting technologies
• To provide ample opportunity for discussion on topics of common concern to cast houses and foundries so that ideas can be generated and solutions canvassed
• To provide a common meeting ground for cast house supervisors, managers, material and technology suppliers and international experts for discussions on various aspects of aluminium melt treatment and casting

NASA Certifies Alcoa as Sole Supplier of Al-Li Alloy for Ares 1

Alcoa (NYSE:AA) announced today that NASA has certified its Davenport, Iowa, facility as the only supplier in the U.S. to produce aluminum-lithium alloy 2195 thin plate for the Ares 1 crew launch vehicle, the rocket that will enable astronauts to explore space beyond low earth orbit with the goal of reaching the moon by 2020. Davenport will produce almost 1 million pounds of the thin aluminum-lithium material for this program. The Alcoa Technical Center near Pittsburgh is casting the aluminum-lithium ingot and shipping it to Davenport, where it is rolled into thin plate for additional fabrication.

“Basically, the way back to the moon is paved right here through Alcoa Davenport,” said Steve Cook, director of NASA’s Exploration Launch office and Ares project manager. “It all starts with partners like Alcoa. You are on the front line in Davenport in helping us to take on the next exciting chapter in our space exploration efforts,” Cook said.

“Even though production metal is already moving through our facility, the qualification from NASA was vital to continue this business and reinforces Alcoa's tradition as a provider of new aerospace materials and technology solutions for aircraft and spacecraft applications,” said Tony Morales, Alcoa Global Marketing Director, Aerospace.

In 2007, NASA awarded Alcoa an $18.5 million contract to develop the manufacturing capability and to supply the initial requirements of high performance aluminum-lithium plate and ingot to which will be used for the Ares 1 crew launch vehicle upper stage.

Learnings from Ares 1 will benefit the Ares V5, which will be the "heavy lift" cargo launch vehicle that will also feature Alcoa metal. When the actual mission to the Moon becomes reality, the plan will be to launch Ares V5 first and then launch the crew of up to six astronauts in Ares 1. The two rockets will dock in space and explore the Moon and other parts of the solar system.

About Davenport Works

Alcoa Davenport Works produces aluminum sheet and plate for a variety of industries. Materials produced here are used in aerospace and defense, passenger vehicles (cars and trucks), commercial truck and rail transportation and general manufacturing. Davenport Works opened in 1948 and is one of the largest aluminum fabricating facilities in the world. The plant has the world’s largest rolling mill as part of the production operation. The plant has more than 130 acres under roof, employs 2,200 people and generates nearly $1 million a day into the local economy. Learn more at www.alcoa.com/locations/usa_davenport

About Alcoa

Alcoa is the world leader in the production and management of primary aluminum, fabricated aluminum and alumina combined, through its active and growing participation in all major aspects of the industry. Alcoa serves the aerospace, automotive, packaging, building and construction, commercial transportation and industrial markets, bringing design, engineering, production and other capabilities of Alcoa's businesses to customers. In addition to aluminum products and components including flat-rolled products, hard alloy extrusions, and forgings, Alcoa also markets Alcoa® wheels, fastening systems, precision and investment castings, and building systems. The Company has 97,000 employees in 34 countries and has been named one of the top most sustainable corporations in the world at the World Economic Forum in Davos, Switzerland. More information can be found at www.alcoa.com

Alcoa Inc.
Editorial Contact:
Kevin G. Lowery, 412-553-1424
or
Alcoa Inc.
Investor Relations: 
Greg Aschman, 212-836-2674

(Source: Business Wire )

New aluminum selected for Ferrari S.p.A.

Alcoa Wheel and Transportation Products, Cleveland, Ohio, announces that it has been selected by Ferrari S.p.A. to supply the all-aluminum spaceframe for the upcoming Ferrari California sports car. The strength and lightweight advantages of aluminum allow Ferrari to maximize performance, strength, and structural rigidity. Learn more.

Top 13 most Fuel-Efficient Cars

Smart for Two Convertible

3 cylinder, 1 liter, Automatic(S5), Premium
MPG City: 33 MPG Highway: 41
Estimated Annual Fuel Cost: $1,555





More? follow this link ...

http://www.forbes.com/2008/05/02/efficient-gas-cars-forbeslife-cx_ae_0502fuelefficient.html

Forbes Explores the Aluminum Advantage in Automotive Applications

By using aluminum in lieu of heavy steel--the traditional metal used to build a
car's body--manufacturers can reduce a vehicle's weight by as much as 45%, says
Zaluzec.

A recent Forbes article looks at aluminum's use in automotive applications and notes that by utilizing aluminum instead of steel a vehicle's weight can be significantly reduced. Low weight vehicles burn less fuel and produce fewer tailpipe emissions-both great environmental advantages. The article also highlights the importance of a multi-material solution, saying collectively aluminum and other low weight materials can help vehicles achieve an additional 20-30 miles per gallon.

Presidential Candidates Promote Fuel Economy

Presidential Candidates Promote Fuel Economy Despite differences, Senators Obama and McCain both promote their interest in helping move the automotive industry to achieve a more fuel-efficient future. Key themes have emerged, including offering consumers and manufacturer’s incentives for improved fuel economy, reducing dependence on foreign oil, investing in advanced technology development and utilizing lightweight materials in design and manufacturing. The aluminum industry applauds these efforts to achieve more environmentally-friendly vehicles.

From: Aluminum Association

Metal Prices: Non-ferrous metals

Your invaluable guide to the market as at September 2008.

Aluminium Alloys
LM2 £1,540.00; LM4 £1,620.00; LM6 £1,750.00; LM24 £1,510.00 LM25 £1,740.00; LM27 £1,562.00

Copper
Cash, Grade A, US$7,260.00 to US$7,261.00


Zinc
Cash: US$1,658.00 to US$1,658.50 Three Months: US$1,668.00 to US$1,668.50 Settlement: US$1,658.50


Tin
Cash: US$18,100.00 to US$18,150.00 Three Months: US$18,100.00 to US$18,125.00 Settlement: US$18,150.00

Source: www.foundrytradejournal.com

Computer Simulations Showcase Aluminum's Odd Behavior

By Sarah Graham

Its conductivity, could behave like a ceramic or semiconductor in some situations, according to a new report. The metal may also endure mechanical stress better than copper, which is typically considered to be a stiffer metal, in nanotechnology applications. The findings, published today in the journal Science, could point to improved nanoelectronics.

Ju Li of Ohio State University and his colleagues used quantum mechanics to model the behavior of one-atom-thick layers of both aluminum and copper. Specifically, they studied a process known as pure shear strain, in which a layer of atoms slides over a second layer of atoms. The reliability and durability of very small electronic devices, in which temperatures fluctuations often cause materials to expand or contract, depends in part on how their components react to the effects of shear strain. The researchers determined that two layers of copper atoms typically slide over each other quite smoothly. But aluminum layers don't slide and instead hop across one another, the team found. The scientists suggest that so-called directional bonding, in which atoms on neighboring layers share electrons (see image), could be responsible for the observed movement. Such bonds are often found in ceramics and semiconductors, but aren't usually present in malleable metals like aluminum. According to Li, "this could mean that aluminum behaves more like ceramics in certain ways than anyone had previously thought." At the atomic level, aluminum was also 32 percent stronger than copper, according to the team's simulations. "We know copper is three times heavier than aluminum, and significantly stiffer than aluminum under normal conditions," Li says. "But when we looked at large shear strains, aluminum won hands down."

Source: http://www.sciam.com/article.cfm?id=computer-simulations-show

Lightweight aluminum v. a hand grenade, who wins?

Concrete and steel are the materials of choice when building buildings and vehicles that will protect soldiers from enemy fire. But a group of Norwegian researchers are testing another option: lightweight aluminum panels that can be filled with densely packed dirt, gravel, sand or any other nearby substance to provide protection without adding a lot of weight to a military's vehicles or structures, according to a recent report in the Norwegian research magazine Gemini. The aluminum panels are designed to fit together and any substance used to fill the cavity could be emptied out of the bottom of the panel before it is moved.

The Norwegian University of Science and Technology's SIMLab (Structural Impact Laboratory) also searching for a substance that can absorb the pressure exerted on the underside of a tank by a landmine explosion without adding a lot of weight to the vehicle. One proposed option is developing plates made from aluminum foam, which could absorb the impact of a bullet or piece of shrapnel and keep it from shredding the soldier on the other side of the armor. Such foam, basically a porous version of aluminum, is being developed by a number of companies, including Alcoa, Inc. in Alcoa Center, Pa., and Toronto's Cymat Technologies Ltd. and would be nonflammable and recyclable.

SIMLab researchers, working with the Norwegian Defence Estates Agency (NDEA), a branch of the Norwegian Defense Ministry responsible for the Norwegian camps and compounds involved in international operations, say they have tested the aluminum panels in a full-scale explosion that was equivalent to four tons of TNT detonated from 394 feet (120 meters) away. The target of that explosion, a container protected by aluminum panels received just minor damage, Gemini reports.

Source: http://www.sciam.com/blog/60-second-science/post.cfm?id=lightweight-aluminum-v-a-hand-grena-2008-08-14&sc=rss

Corrosion Concerns on Aluminum for Aircraft Structure

Aluminum Usage in Boeing

I found this article pretty interesting:

Boeing designs airplanes to resist corrosion through selection of the proper materials and finishes and the use of drainage, sealants, and corrosion inhibitors. These designs are based on knowledge of what causes corrosion and the types of corrosion that occur in airplane structure. In addition, following a corrosion control program is necessary throughout the service life of the airplane. These activities are essential for controlling corrosion to a predictable, manageable level that does not degrade structure or jeopardize the ability of the airplane to carry its intended design loads.

Full article is here: http://www.boeing.com/commercial/aeromagazine/aero_07/corrosn.html