RU2162115C1 - Forged or formed construction part of vanadium free aluminium alloy - Google Patents

Abstract

FIELD: manufacture of forged or formed construction parts. SUBSTANCE: construction part is made of vanadium free aluminium alloy containing, mas. %: copper, 4.85-5.3; magnesium, 0.5-1.0; manganese, 0.4-0.8; argentum, 0.2-0.8; zirconium, up to 0.25; silicium, up to 0.1; ferrum, up to 0.1; aluminium and impurities, the balance. Alloy has relation copper/magnesium equal approximately to 5-9, preferably 6-7.5. Tension yielding strength of alloy at 20 C is approximately 77 kpound/sq.inch (5413 kg/sq.cm) or higher. Such alloy is suitable for forging or forming aircraft wheel and other parts used as wing portions for high-speed airplanes such as stringers or others. EFFECT: enhanced combination of strength and dynamic viscosity. 32 cl, 9 dwg, 9 tbl

Description

 The invention relates to the field of aging hardenable aluminum alloys that are suitable for aerospace and other applications. The invention also relates to products made of aluminum alloys having an improved combination of strength and toughness, which can be used in high-speed aircraft, especially for fuselage skin and wing elements. For such an application, creep resistance and / or stress corrosion cracking are critical. In addition, the invention relates to other cases of high-temperature use of aluminum alloys, for example for the manufacture of wheels and brake parts of such aircraft. Particular forms of products for which the invention is particularly suitable are sheets, flat forgings and stampings.

One of the important ways to increase the strength of aluminum alloys is heat treatment. The heat treatment of a large number of aluminum alloys usually involves three main stages: (1) solid solution heat treatment; (2) hardening; and (3) aging. Between hardening and aging, cold treatment can also be carried out. The solid solution heat treatment consists in holding the alloy at a sufficiently high temperature and for a sufficiently long time until an almost homogeneous solid solution is obtained of the dispersion-forming elements inside the alloy. The purpose of this treatment is to introduce the optimum amount of soluble reinforcing elements into the solid solution. Quenching, or rapid cooling, of a solid solution obtained by heat treatment for a solid solution gives a supersaturated solid solution at room temperature. Then, during aging, hardening dispersions are formed from this rapidly cooled supersaturated solid solution. Such dispersions can be obtained naturally at ambient temperature or artificially created using aging technology at elevated temperatures. During natural aging, the hardened alloy products are kept at a temperature in the range of -20 to +50 ^° C., most preferably at room temperature, for a relatively long period of time. For some alloy compositions, precipitation hardening after quenching during natural aging gives materials with high physical and mechanical properties. During artificial aging, hardened alloys are usually kept at a temperature of from 100 to 190 ^o C for 5 to 48 hours, so that the precipitation hardened in the finished product.

 The degree to which the strength of aluminum alloys can be increased by heat treatment varies depending on the type and amount of alloying components. For example, the addition of copper to aluminum increases the strength of the alloy and, in some cases, even to some extent increases weldability. The additional introduction of magnesium into such Al-Cu alloys can increase the corrosion resistance of the alloy, improve its response to natural aging (without preliminary cold working), and even slightly increase its tensile strength. However, with a relatively low Mg content, a deterioration in the weldability of the alloy can be observed.

 One commercially available alloy containing both copper and magnesium is aluminum 2024 (designation Aluminum Association). Alloy 2024 has the following composition: 4.4 wt.% Cu, 1.5 wt.% Mg, 0.6 wt.% Mn, the rest is aluminum, random elements and impurities. This alloy is widely used due to its high strength, good toughness and good response to natural aging. However, with some types of quenching, the alloy obtains limited corrosion resistance.

 Another commercially available Al-Cu-Mg alloy is sold as aluminum 2519 (designation Aluminum Association). This alloy has the following composition: 5.8 wt.% Cu, 0.2 wt.% Mg, 0.3 wt.% Mn, 0.2 wt.% Zr, 0.06 wt.% Ti, 0.005 wt.% V, the rest is aluminum, random elements and impurities. Alloy 2519, developed as an improved version of alloy 2219, is currently used in the military industry, including for the manufacture of armored plates.

In accordance with US patent N 4772342 the addition of silver to the Al-Cu-Mg-Mn-V system improves its high temperature properties. One embodiment of this patent is represented by the following composition: 6.0 wt.% Cu, 0.5 wt.% Mg, 0.4 wt.% Ag, 0.5 wt.% Mn, 0.15 wt.% Zr, 0.10 wt.% V, 0.05 wt.% Si, the rest is aluminum. According to the patent, the observed increase in strength is due to the galvanic-like Ω-phase on the {111} plane, which appears when both Mg and Ag are present. Although typical tensile strengths of tensile parts of a stamped core obtained from this composition are up to 75 psi (5,273 kg / cm ² ), this invention cannot be practiced with the same level of strength in other forms. When, for comparison, a sheet material is obtained from the preferred composition of this patent, it has only the usual tensile strengths of yield, i.e., approximately 70 psi (4921 kg / cm ² ), compared with the normal yield strengths of 77 kf / sq. inch (5413 kg / cm ² ) or higher obtained from an equivalent sheet product according to the invention. For stamped products according to the invention, even higher strength values are expected, since stamped rods and bars, as is known, are characterized by increased hardening of the structure.

The aim of the invention is to create products for aerospace purposes from an alloy having improved combinations of strength and toughness. Another goal is to obtain such products from alloys with high creep resistance, usually less than 0.1% creep after 60,000 hours at a temperature of 130 ^o C and a pressure of 150 MPa.

 Another goal is the creation of improved aviation alloys that do not require significant cold working to obtain high strength, especially in the manufacture of forged and stamped products, and it is taken into account that some stretching may always be necessary to straighten the product in the form of a sheet or plate. It goes without saying that such stamping can be used to manufacture products in another form. Another objective of the invention is to obtain products from an alloy of Al-Cu-Mg-Ag-Mn with an overall increased toughness. Another goal is to obtain alloy products that have higher strength with equal or higher viscosity properties than non-stamped products made in accordance with US patent 4772342 from containing vanadium composition.

 Another main objective of the invention is to obtain alloy products for aerospace applications that can be used as fuselage and / or wing skins for the next generation of supersonic transport aircraft. Another goal is to create an alloy for the manufacture of high temperature forgings, in particular wheel and brake parts of sound and supersonic aircraft. Typical brake parts are impeller disks and aircraft brake calipers, although it goes without saying that other brake flies, such as a brake drum, can also be made of such an alloy for aerospace applications and for other high-temperature transport applications.

 Another objective of the invention is the manufacture of products from aluminum alloys of the 2000 Series, containing a small amount or not containing Θ components. Another objective of the present invention is to obtain from alloys products having increased resistance to corrosion cracking. In addition, the purpose of the present invention is to create parts from aluminum alloys with a better combination of strength and toughness than aluminum 2219, and higher thermal strength than aluminum 2048, 6013 or 8090/8091.

These and other advantages of the invention are achieved by the use of an aerospace structural part formed during aging, having improved combinations of strength and toughness. Parts are obtained predominantly from a vanadium-free aluminum alloy consisting of: about 4.85-5.3 weight. % copper, about 0.5-1.0 wt.% magnesium, about 0.4-0.8 wt.% manganese, about 0.2-0.8 wt.% silver, about 0.05-0.25 wt.% zirconium, up to about 0.1 wt.% silicon and up to about 0.1 wt.% iron, the rest is aluminum, random elements and impurities. Products in the form of a sheet or plate made of an alloy of this composition at room temperature typically have tensile strengths of approximately 77 kp / in. (5413 kg / cm ² ) or higher. The invention can also be used for the manufacture of aircraft wheels and brake parts by forging or other known technologies, or in the manufacture of stamping products, including but not limited to products such as airplane wing stringers or other products stamped with a hood. The alloy products according to the invention differ from the products described in the aforementioned US patent in several respects, namely:
a) the addition of Ag according to the invention increases the ability to achieve T6-type tempering strength, and Ag has a significantly lesser effect on T8-type tempering strengths;
b) for Al-Cu-Mg-Ag alloys with a higher Cu: Mg ratio, studied according to US patent; the tensile strengths of the T6- and T8-type are similar, but with a decrease in this Cu: Mg ratio, the effect of tension on the treatment of the T8-type has a positive effect;
c) products from these alloys show that for rolled or forged products, strength limits equal to or even higher than the strength limits for stamped products cited in the aforementioned patent can be achieved when the Cu: Mg ratio specified in the patent is reduced to an intermediate level and when some stretching is applied before artificial aging;
d) the invention establishes the preferred (i.e. intermediate) Cu: Mg ratio necessary to achieve such very high tensile strengths;
d) the invention also confirms the value of the additive Mn for structural hardening;
e) the invention provides Zn as a potential partial substitute for more expensive Ag in alternative embodiments of the invention; and
g) to improve the properties of the alloy, the invention does not propose the use of vanadium.

 Other features, objects, and advantages of the invention are set forth in the following detailed description, illustrated by the drawings.

In FIG. 1 is a graph comparing Rockwell hardness values B as a function of aging time for the inventive alloys C and D from Table I, both alloy samples being 8% elongated or naturally aged prior to artificial aging at 325 ^° F (163 ^° C) within 10 days;
FIG. 2a is a graph comparing Rockwell hardness values B for three silver-containing samples of Al-Cu-Mg-Mn alloys, samples K, L, and M from Table I, all samples being subjected to artificial aging at 325 ^° F (163 ^° C) 8% stretch;
FIG. 2c is a graph comparing Rockwell hardness values B for alloy samples K, L, and M after each alloy sample was subjected to natural aging for 10 days prior to artificial aging at 325 ^° F (163 ^° C);
FIG. 3 is a graph comparing tensile strengths of tensile alloys of samples K, L, and M after aging of each alloy before tempering of the T8- and T6-type, respectively;
FIG. 4 is a graph comparing typical tensile strengths of tensile samples of alloys H, D, J, and F from Table I after aging before tempering of the T8 type, and then subjected to conditions simulating operating conditions with a Mach number of 2.0;
FIG. 5 is a graph comparing toughness values for stresses in a flat state (or K _s ) with tensile strengths for sheet samples of N, P, Q, R, S, T, U, and V alloys from Table II after artificial aging each sample prior to T8-type tempering;
FIG. 6 is a graph comparing tensile crack resistance with Δa _eff = 0.4 inches (1.02 cm) and tensile yield strengths for samples of alloys W, X, and Y from Table III stretched by 0.5, 2 or 8% before artificial aging at 325 ^o F (163 ^o C);
FIG. 7a is a graph comparing tensile strengths of tensile samples containing zirconium alloys Z and AA from Table III under different tensile stresses before artificial aging at 325 ^° F (163 ^° C) to show the effect of vanadium;
FIG. 7b is a graph comparing tensile strengths of tensile specimens not containing the zirconium CC and DD alloys of Table III under different tensile stresses before artificial aging at 325 ^° F (163 ^° C) to show the effect of vanadium.

Definitions
To describe the preferred compositions of the alloys, which are given below, unless otherwise indicated, the percentage is a weight percent (wt.%).

 When considering any numerical range of values, it is understood that such intervals include each and any number and / or a fractional number between the specified minimum and maximum value of this interval. For example, an interval of approximately 4.85-5.3% copper will include all intermediate values of 4.86, 4.87, 4.88 and 4.9%, including 5.1, 5.25 and 5.29 Cu . The same rule applies for the indicated intervals of all other elements below, such as, for example, the value of the intermediate ratio Cu: Mg is between about 5 and 9, and more preferably between 6.0 and 7.5.

 When mentioning the minimum value of strength, it is understood that the minimum values are the levels at which the values that determine the properties of the material can be guaranteed, or the values at which the consumer can justify the safety limits during construction. In some cases, the “minimum” yield strengths are statistically justified so that 99% of this product meets or is expected to meet the minimum provided with 95% certainty. For the purposes of the present invention, the strength values are compared with those given in US Pat. No. 4,772,342, when no material was produced (a) on an operational scale; and (b) in sufficient quantities to measure the statistical minimum. And, although the strength limits can be slightly higher than the minimum guaranteed levels adopted in the manufacture of aircraft, they at least serve to illustrate the improvement in the strength properties of the invention compared to the values of other prototypes.

 In this description, the term "predominantly free" means the absence of a significant amount of such a component deliberately added to the composition to impart certain characteristics to the alloy, it goes without saying that traces of random elements and / or impurities can sometimes be found in the resulting product. For example, a predominantly vanadium-free alloy should contain less than about 0.1% V, or more preferably less than about 0.03% V, due to contamination with accidental additives or contact with processing equipment and / or storage equipment. All preferred first embodiments of the invention preferably do not contain vanadium. In addition, preferred products from the alloys in question also preferably do not contain cadmium and titanium.

 Recently, there has been an increased interest in the design and development of new supersonic transport aircraft for the gradual replacement of Anglo-French Concords. Two new materials are needed for high-speed civilian transport (WGT) aircraft: damage-resistant material for the lower wing and fuselage; and particularly hard material for the upper wing of the aircraft. An additional set of requirements is associated with operational characteristics both when exposed to elevated temperatures, and after such exposure.

 Wheel and brake parts of an airplane are another example of an application in which aluminum alloys should have improved performance at elevated temperatures. Wheel and brake kits for future high-speed planes require improved thermal stability and performance, especially when compared to alloys such as 2014-T6 aluminum.

Of the conventional metallurgical alloys produced in the form of ingots, aluminum 2219 and 2618 are two currently registered alloys intended for use at elevated temperatures. Both alloys were registered by the Aluminum Association in the mid-50s. Nominal composition of alloy 2219: 6.3 wt.% Cu, 0.3 wt.% Mn, 0.1 wt.% V, 0.15 wt. % Zr, the rest is aluminum, random elements and impurities. For alloy 2618, the nominal composition: 2.3 wt.% Cu, 1.5 wt.% Mg, 1.1 wt.% Fe, 1.1 wt.% Ni, the rest is aluminum, random elements and impurities. Both alloys belong to the Al-Cu-Mg 2000 series systems, but due to the different Cu: Mg ratios, these two alloys are believed to be hardened by various means: 2219 usually with Θ ^′ dispersions, and 2618 with S ' dispersion.

Practical use
(a) Products in the form of sheets and plates
Although the next generation of high-speed civilian transport (WGT) aircraft may not be faster than modern Concord, they are expected to be larger, fly longer distances and carry more passengers so that these aircraft are more competitive in cost with airplanes, having subsonic speed. For the manufacture of both the lower wings and the fuselage elements of such next-generation aircraft, materials that are more resistant to damage will be needed.

Although the hulls of various aircraft may have a different design principle, for each of them special importance is attached to Mach speeds of 2.0 and 2.4 at operating voltages of 15 to 20 kf / square inch (1055-1046 kg / cm ² ). Damage-resistant materials of the future are supposed to satisfy certain requirements related to the thermal effects of high temperatures typical for operation at supersonic speeds, namely:
a) during the operation of the aircraft should be observed minimal loss of properties measured at room temperature;
b) sufficient properties are required at supersonic cruising temperatures; and
c) the minimum values of permissible creep during operation of the aircraft. It should be noted that for many of the experiments described below, the influence of a temperature of 300 ^o F (149 ^o C) for 100 hours serves to simulate operating conditions with a Mach number of 2.0.

(b) Forgings
Aluminum wheels of aircraft, including wheels for AHGT aircraft of the future, are periodically exposed to high temperatures. With modern braking systems, such wheels must have stable properties for a long period of operation at 200 ^o F (93 ^o C) and should be fully suitable for use after a short exposure to temperatures up to 400 ^o F (204 ^o C). The wheels also should not crash catastrophically during take-off, at which temperatures can reach 600 ^o F (315 ^o C). As advanced brake systems are developed, these temperatures are expected to drop by 100-150 ^o F (38-66 ^o C). The following properties may have the most decisive significance for the wheels of an aircraft in future operation: specific strength under ordinary conditions, corrosion resistance, strength at elevated temperatures, and fatigue strength. Secondary properties may include machinability, ductility, creep resistance, impact strength, fatigue crack growth rate and strength after exposure to high temperatures.

 Promising strength values have been obtained for several alloy samples made in the form of small castings weighing 2 pounds (0.907 kg). Another set of samples of alloy compositions is large laboratory castings (for example, weighing more than 500 pounds (227 kg)) molten by direct melting in a mold. Also, sets of castings weighing 20 pounds (9.07 kg) were prepared from the alloys to study the effect of both Al and Zn on the properties of the inventive alloys. Samples of alloy compositions that have a Cu: Mg ratio in the range of 2.9 to 20, different Mn contents and a variable amount of Ag and / or Zn are presented in Tables I, II and III.

 Table IV shows the effect of the addition of Ag on the Rockwell hardness B and tensile strength of samples of Al-Cu-Mg-Mn- (Ag) alloys aged prior to tempering of the T6 and T8 types. Alloy samples containing and not containing silver are grouped with comparative samples having a similar Cu: Mg ratio.

Ag effect
The addition of silver dramatically improves T6-type strengths and Rockwell hardness values of Al-Cu-Mg-Mn alloy samples. For example, a tensile strength of up to 74.2 psi (5216 kg / cm ² ) is achieved for alloy S compared to 60.5 psi (4232 kg / cm ² ) obtained in the case not containing silver and unstretched alloy, for example alloy T from table IV.

When silver is present and when a small cold treatment has been performed before artificial aging (for example, <1% elongation) to align the sheet for aging in accordance with the conditions characteristic of the T6 type, the yield strengths of the T6 type are almost the same as typical T8-type tensile strength when the degree of cold working is higher. For example, a tensile strength of 70.4 psi (4935 kg / cm ² ) for T8 type tempering is almost equivalent to a tensile strength of 68.3 psi (4802 kg / cm ² ) for T6 tempering -type of the same material (for example, a sample of alloy Q from table IV).

 In FIG. Figure 1 shows the effect on the hardness of two alloy samples having intermediate Cu: Mg ratios, alloy samples C and D from Table I. In this comparison, the silver-containing sample, alloy D sample, has almost the same hardness value, regardless of whether it is 8% or naturally aged for 10 days before artificial aging. An Ag-free alloy C sample, however, has a significantly higher hardness when it is stretched by 8% instead of directly naturally aging for 10 days.

Cu: Mg Ratio
In FIG. 2a and 2b are a graph of Rockwell hardness B versus aging time at 325 ^° F (163 ^° C) for Ag containing samples K, L, and M from Table I, i.e., samples that have a low, intermediate, and high Cu ratio: Mg, respectively. The highest hardness values were observed when tempering T8 type alloy samples with a Cu: Mg ratio from low to intermediate (samples K and L) and tempering T6 type of only one alloy sample having an intermediate Cu: Mg ratio (alloy sample L).

 The beneficial effects of the intermediate Cu: Mg ratios according to the invention are also shown in FIG. 3 and Table V below. Both examples show that alloy samples with an intermediate Cu: Mg ratio (for example, alloy sample L) have the highest tensile strength among the three samples compared when tempering T6-type and T8-type.

The effect of Mg
It is believed that in the practice of the invention, sufficient amounts of silver contribute to the formation of a galvanic-like Ω phase on the {111} plane. At lower Cu: Mg ratios of approximately 2.9 (4.4 wt.%: 1.5 wt.%), This Ω phase is dominant, replacing the GPB zones and S'-dispersions that otherwise formed would have such alloys. At higher Cu: Mg ratios of approximately 20 (or 6 wt.%: 0.3 wt.%), Such Ω phases replace {100} GP zones and {100} Θ ^. dispersions. With preferred intermediate Cu: Mg ratios according to the invention, the Ω phase is still predominant.

Mn effect
Table VI shows the effect of Mn additives on typical tensile properties of samples of Al-Cu-Mg-Mn- (Ag) alloys subjected to aging before T8-type tempering. Alloys with a twofold or higher Mn content are grouped together with reference alloy samples that have approximately the same Ag content and the same Cu: Mg ratio.

The addition of Mg in an amount of about 0.6 wt.% Usually gives the studied alloy samples approximately 3 kp / sq. Inch (2109 kg / cm ² ) or more additional strength. For example, an Ag-containing and Mn-free alloy with an intermediate Cu: Mg ratio, an R alloy sample, has a typical T8-type tensile strength of 73.4 psi (5160 kg / cm ² ), while it contains The Mn equivalent (alloy sample S) exhibits a typical T8-type tensile strength of 76.2 psi (5357 kg / cm ² ). In FIG. 4 shows that the strength benefits attributed to Mn are not lost in such alloy samples upon prolonged curing or for 600 hours at 300 ^° F (149 ^° C) or for 3,000 hours at 275 ^° F (135 ^° C).

Effect of Zn
Replacing zinc with at least a certain amount of silver according to the invention, as established, does not have a significant negative impact on the level of strength and other basic properties of alloy products. On the contrary, replacing silver with zinc gives a positive result in terms of reducing the cost of alternative embodiments of the invention. Table VII compares the characteristic strength values for sheets of a sample of an alloy containing only silver (sample of alloy W) containing only zinc (sample of alloy X) and a comparative sample of an alloy containing both zinc and silver (sample of alloy Y) after each of the samples was subjected to artificial aging, followed by stretching to various degrees - 0.5, 2 and 8%.

Impact strength
A combination of strength and toughness is compared for different samples of Al-Cu-Mg-Mn- (Ag-Zn) alloys, which is illustrated in FIG. 5 and 6. The data of FIG. 5 are summarized below in table VIII.

 From the presented data it is seen that silver-containing alloys with an intermediate ratio Cu: Mg (alloy S in Fig. 5 and alloy W in Fig. 6) give the best combination of strength and toughness. An alloy in which silver is partially replaced by zinc (alloy Y) has almost the same high combination of strength and viscous properties.

One of the alloys tested above, a sample of alloy Q, bears great resemblance to the composition of some examples from US Pat. No. 4,772,342. Table IX compares typical tensile strengths in said patent with tensile strengths of sample Q obtained according to the invention. It can be noted that according to the patent, tensile strengths of up to 75 kPi / sq. Inch (5273 kg / cm ² ) are obtained for stamped rods. But sheets with a similar composition, obtained by the applicants of this application for comparison purposes, have typical tensile strengths from 68 to 70 kPi / square inch (4780-4921 kg / cm ² ). One of the preferred embodiments of the invention, an alloy S sample, has a tensile strength of 77 kp / square inch (5413 kg / cm ² ) upon tempering of the T8 type, or 10% higher than typical tensile strengths that are for comparisons are obtained using compositions in accordance with the US patent in the form of a sheet product. Apparently, the alloy S sample will give even higher strength levels if it is manufactured in the form of a stamped product, since stamped rods and bars are known to have an improved reinforcing structure.

Additional tensile test specimens were artificially aged by the T6-type and T8-type method, then subjected to elevated temperature, which simulates operating conditions with a Mach number of 2.0. Such exposure includes heat treatment at 300 ^° F (149 ^° C) for 600 hours and at 275 ^° F (135 ^° C) for 3,000 hours. After keeping at 300 ^° F (149 ^° C) for 600 hours, the typical T8-type tensile strengths of the invention fall by only about 8-12 psi (562-844 kg / cm ² ). A slightly smaller loss is only 5 to 10 kf / sq. an inch (351-703 kg / cm ² ) is observed after standing at 275 ^o F (135 ^o C) for 3000 hours. Such strength levels, however, constitute a significant high-temperature improvement in properties compared to the minimum levels observed in the case of aluminum 2618 and other existing alloys.

From the data presented in FIG. 7a for both zirconium-containing alloys, it is seen that approximately equivalent values of typical strength (differences of less than 1 kp / square inch (70.3 kg / cm ² ) were obtained for samples of Z and AA alloys regardless of the magnitude of the tensile stress two comparative compositions, differing mainly in vanadium content, although in their zirconium-free equivalents (samples of CC and DD alloys in Fig. 7b), vanadium actually has a negative effect on the observed characteristic strength values.

In the case of one of the specific forms of the product, forged wheels of an airplane made of a composition containing 5.1 wt.% Copper, 0.79 wt.% Magnesium, 0.55 wt. % silver, 0.62 wt.% manganese, 0.14 wt.% zirconium, the rest is aluminum and random elements and impurities, slightly lower typical yield stresses of the order of 72 psi (5062 kg / cm ² ) are observed. However, it is believed that such a slight decrease in strength is the result of a slow hardening conducted on these wheels to reduce residual stresses on the finished product. Samples of these wheels were also aged at a slightly higher temperature than the preferred final aging temperature to more accurately simulate industrial conditions.

 Based on the foregoing, it is believed that the most preferred alloys according to the invention should contain 5.0 wt.% Cu, a total of approximately 0.8 wt. % Mg and about 0.5 wt.% Ag, with a Mn content of about 0.6 wt.% And Zr of about 0.15 wt.%.

 Having the preferred embodiments described above, it should be understood that the invention may be implemented in another way within the scope of the appended claims.

Claims (32)

 1. A forged or stamped structural component having an improved combination of strength and toughness, said structural component being made of predominantly vanadium-free aluminum alloy, consisting mainly of: approximately 4.85 to 5.3 weight% copper, approximately 0 5 to 1.0 wt.% Magnesium, approximately 0.4 to 0.8 wt. % manganese, approximately 0.2 to 0.8 wt.% silver, approximately up to 0.25 weight. % zirconium, up to about 0.1 wt.% silicon and up to about 0.1 wt.% iron, the rest is aluminum, random elements and impurities. 2. The structural part according to claim 1, which at room temperature has a yield strength of tensile approximately 77 kp / sq. Inch (5413 kg / cm ² ) or higher.  3. The structural part according to claim 1, which is a forged wheel for an airplane.  4. The structural part according to claim 1, which is a forged brake part of the aircraft.  5. The structural part according to claim 1, which is a stamped part of the wing of the aircraft.  6. The structural part according to claim 1, which is an aircraft stringer.  7. The structural part according to claim 1, in which the alloy has a Cu: Mg ratio of about 5 to 9.  8. The structural part according to claim 7, in which the ratio of Cu: Mg alloy is approximately 6.0 to 7.5.  9. The structural part according to claim 1, in which the alloy contains approximately 5 wt.% Or more copper.  10. The structural part according to claim 1, in which the alloy further comprises approximately up to 0.5 wt.% Zinc.  11. Forged or stamped aerospace-molded structural part formed during aging, having an improved combination of strength and toughness, said structural part being made of a predominantly vanadium-free alloy based on aluminum, consisting mainly of: approximately 4.85 to 5.3 weight wt.% copper, approximately 0.5 to 1.0 wt.% magnesium, approximately 0.4 to 0.8 wt.% manganese, approximately 0.2 to 0.8 wt.% silver, approximately up to 0 25 wt.% Zirconium, up to about 0.1 wt.% Silicon and approx. in fact, up to 0.1 wt.% iron, the rest is aluminum, random elements and impurities. 12. The structural component according to claim 11, which at room temperature has a tensile strength of approximately 77 kp / sq. Inch (5413 kg / cm ² ) or higher.  13. The structural part according to claim 11, which is a forged wheel of an aircraft.  14. The structural part according to claim 11, which is a forged brake part of the aircraft.  15. The structural part according to claim 11, which is a stamped part of the wing of the aircraft.  16. The structural part according to claim 11, in which the alloy has a Cu: Mg ratio of approximately 6.0 to 7.5.  17. The structural part according to claim 11, in which the alloy contains approximately 5 wt.% Or more copper.  18. The structural part according to claim 11, in which the alloy further comprises approximately up to 0.5 wt.% Zinc.  19. Forged aerospace structural part having an improved combination of strength and toughness, made of predominantly vanadium-free aluminum alloy, consisting mainly of: approximately 4.85 to 5.3 wt.% Copper, approximately 0.5 to 1, 0 wt.% Magnesium, approximately 0.4 to 0.8 wt.% Manganese, approximately 0.2 to 0.8 wt. % silver, up to about 0.25 wt.% zirconium, up to about 0.1 weight. % silicon and up to about 0.1 wt.% iron, the rest is aluminum, random elements and impurities, while this alloy has a Cu: Mg ratio of about 5 to 9. 20. The forged structural member according to claim 19, which at room temperature has a tensile strength of approximately 77 psi (5413 kg / cm ² ) or higher.  21. The forged structural part according to claim 19, which is a forged aircraft wheel.  22. Forged structural part according to claim 19, which is a brake disc or brake caliper aircraft.  23. The forged structural part according to claim 19, in which the alloy has a Cu: Mg ratio of approximately 6.0 to 7.5.  24. The forged structural member of claim 19, wherein the alloy contains about 5 wt.% Or more copper.  25. The forged structural member according to claim 19, wherein the alloy further comprises up to about 0.5 wt.% Zinc.  26. A stamped aerospace structural component having an improved combination of strength and toughness, made from a predominantly vanadium-free aluminum alloy, consisting mainly of: approximately 4.85 to 5.3 wt.% Copper, approximately 0.5 to 1, 0 wt.% Magnesium, approximately 0.4 to 0.8 wt.% Manganese, approximately 0.2 to 0.8 wt.% Silver, approximately 0.25 wt.% Zirconium, approximately up to 0, 1 wt.% Silicon and up to about 0.1 wt.% Iron, the rest is aluminum, random elements and impurities, while the alloy has ratio Cu: Mg, about 5 - 9.  27. The stamped structural member of claim 26, wherein the alloy has a Cu: Mg ratio of about 6.0 to 7.5. 28. The stamped structural member of claim 26, which at room temperature has a tensile strength of approximately 77 kPi / sq. Inch (5413 kg / cm ² ) or higher.  29. The stamped structural part according to claim 26, which is stretched by at least 1% to improve its straightness and further increase the strength properties. 30. The stamped structural member of claim 26, which is thermally treated to a solid solution at one or more temperatures, approximately 955 - 980 ^o F (513 - 527 ^o C).  31. The stamped structural member of claim 26, wherein the alloy contains about 5 wt.% Or more copper.  32. The stamped structural member of claim 26, wherein the alloy further comprises up to about 0.5% by weight of zinc.

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