At the war’s conclusion, American and Russian manufacturing engineers raced to Bitterfeld to assess and acquire this technology. Further intelligence indicated the focus of magnesium research in Bitterfeld, Germany. The Allies noted the extensive use of magnesium, particularly forgings. To overcome this technical issue, German forgers turned to hydraulic forging presses to fabricate parts with slower deformation rates to eliminate part cracking.Īs World War II unfolded and Allied forces engaged the Luftwaffe, downed aircraft were examined to determine enabling design features. #Examples if ivisible strenth cracked#With the limited slip planes of magnesium, hammering magnesium into shape resulted in cracked components. As part of that treaty, Germany retained its hammer-forging capability while having access to plentiful sources of magnesium. Interestingly, the limits of the Treaty of Versailles resulted in forging advances in pre-World War II Germany. Admittedly, since the author did not take a picture of this class of structures, he jumped forward in time from the “19 Teens and 19 Twenties” to World War II, from the United States Army Air Corps to the German Luftwaffe. As the size of aircraft and propulsion requirements increased, wood propellers could no longer withstand the service requirements, pushing engine builders and aircraft designers to forged blades. It wasn’t until the early 1920s that forgings became more visible as aluminum or steel propellers, which replaced wooden blades. The Curtis JN 4 (nicknamed the Jenny) included many forgings (per the history of Wyman Gordon), especially in its 90-horsepower engine. Forgings of the era are typically found in engines as crankshafts, gears and connecting rods and perhaps fasteners. The early days of aviation reveal little of forgings in aircraft designed and built with wood, wire and canvas.
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