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  • Polymer and Materials Science  (1,347)
  • Aerodynamics  (50)
  • Pflanzenschädling  (16)
  • 42.75
  • 1950-1954  (1,413)
  • 1954  (537)
  • 1953  (470)
  • 1950  (406)
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  • 1950-1954  (1,413)
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  • 1954  (537)
  • 1953  (470)
  • 1950  (406)
  • 1952  (185)
  • 1951  (511)
  • 1
    facet.materialart.
    Unknown
    In:  Gesunde Pflanzen 6; p.166-168
    Publication Date: 1954
    Description: Der Autor erklärt das massenhafte Auftreten verschiedener Blattlausarten Ende Mai 1954 mit trockenem warmem Wetter und nennt 19°C Tagesmitteltemperatur und Schwachwindigkeit als Fluginitiator für die Blattläuse. KATASTER-BESCHREIBUNG: KATASTER-DETAIL:
    Keywords: Berlin, Hannover, Bonn ; 1954 ; Pflanzenschädling ; Witterung
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  • 2
    Publication Date: 1954
    Description: Bericht über Untersuchungen zur Terminwahl für die Bekämpfung von Kohlschotenrüßler und Kohlschotengallmücke sowie Vergleiche der Ergebnisse mit der bisherigen Literatur KATASTER-BESCHREIBUNG: Einfluss der Temperatur auf das Auftreten des Kohlschotenrüßlers KATASTER-DETAIL: Delta T +: Tmit 〉 15°C, dann Erscheinen des Kohlschotenrüßlers
    Keywords: Sachsen-Anhalt ; 1952-1953 ; Pflanzenschädling ; Temperatur ; Raps
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  • 3
    facet.materialart.
    Unknown
    In:  Mitteilungen aus der Biologischen Zentralanstalt für Land- und Forstwirtschaft Berlin-Dahlem, Heft 79
    Publication Date: 1954
    Description: Zusammenfassender Bericht über die in den Jahren 1947-1952 in Westdeutschland durchgeführten Untersuchungen zur Epidemiologie, Verbreitung, wirtschaftlichen Bedeutung und Bekämpfung dieser Virose KATASTER-BESCHREIBUNG: Hauptbefallsgebiete sind solche, mit mildem Winterklima, in denen die langjährigen Mittelwerte des kältesten Monats Januar nicht unter 0°C abfallen; KATASTER-DETAIL: Delta T(Sommer)+ und Delta Nied (Sommer) -, dann Delta t(Individualentwicklung der Überträger)- und Massenentwicklung (der Überträger) +; Delta T(Sommer)+ und Delta Nied (Sommer)-, dann Vergilbungsschäden +; Delta T - und Delta Lichtintensität -, dann Wirkung des Virus -;
    Keywords: Westdeutschland ; 1947-1952 ; Infektionskrankheiten ; Ertrag ; Niederschlag ; Pflanzenkrankheit ; Pflanzenschädling ; Temperatur ; Trockenheit ; Wachstum ; Witterung ; Düngung
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  • 4
    Publication Date: 2019-06-28
    Description: No abstract available
    Keywords: Aerodynamics
    Type: NACA-RM-SL54F28
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  • 5
    Publication Date: 2019-07-11
    Description: An investigation has been made in the Langley low-turbulence pressure tunnel of the aerodynamic characteristics of the NACA 0012, 64(sub 2)-015, and 64(sub 3)-018 airfoil sections. Data were obtained at Mach numbers from 0.3 to that for tunnel choke, at angles of attack from -2deg to 30deg, and with the surface. of each airfoil smooth-and with roughness applied at the leading edge.The Reynolds numbers of the tests ranged from 0.8 x 10(exp 6) to 4.4 x 10(exp 6). The results are presented as variations of lift, drag, and quarter-chord pitching-moment coefficients with Mach number.
    Keywords: Aerodynamics
    Type: NACA-RM-L54H06a
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  • 6
    Publication Date: 2019-07-12
    Description: The effects of deflecting full-span, constant-chord, leading-edge flaps, having either round or sharp leading edges, upon the lift, drag,. and pitching moment characteristics of a model of an interceptor-type aircraft have been determined experimentally at subsonic and supersonic speeds. Results indicate that the variations of lift with angle of attack and of pitching moment with lift were unaffected by either the shape of the flap leading edge or flap deflection. Deflection of the flaps having either a round or sharp leading edge increased the drag at zero lift at both subsonic and supersonic speeds. In spite of the increase in the drag at zero lift, however, deflection of the flaps increased the maximum lift-drag ratio at subsonic speeds and had no deleterious effect at supersonic speeds.
    Keywords: Aerodynamics
    Type: NACA-RM-SA54B16
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  • 7
    Publication Date: 2019-07-12
    Description: An investigation to determine the altitude performance of the J57-P-1 turbojet engine and components was conducted at the NACA Lewis altitude wind tunnel. Data were obtained over a corrected inboard rotor speed range from 56 to 106 percent of rated speed, with intercompressor bleeds both open and closed, at altitudes from 15,000 to 50,000 feet and at a flight Mach number of 0.81. The corresponding range of Reynolds number indices was from 0.858 to 0.213. All data presented were obtained with a fixed-area exhaust nozzle sized according to the manufacturer's specification. Over-all engine performance parameters are presented as functions of inboard rotor speed corrected on the basis of engine inlet temperature. Component parameters are presented as functions of their respective corrected rotor speeds. A tabulation of all performance data is included in addition to the graphical presentation. Corrected net thrust is unusually sensitive to changes in corrected inboard rotor speed in the high speed region. A change of 1 percent in speed, at sated speed, produced a change of 6 percent in corrected net thrust . At rated engine speed, increasing the altitude from 15,000 to 50,000 feet at a constant flight Mach number of 0.81 increased the specific fuel consumption 13 percent but did not affect corrected net thrust.
    Keywords: Aerodynamics
    Type: NACA-RM-SE54D30
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  • 8
    Publication Date: 2019-07-11
    Description: The effect on drag of positioning symmetrically mounted Douglas Aircraft Company, Inc. stores in pairs on a parabolic fuselage of fineness ratio 10.0 has been determined by flight tests of rocket-propelled, zero-lift models through a range of Mach number from 0.9 to 1.8. The stores were mounted in half-submerged positions and on pylons and were tested in three longitudinal locations on the fuselage with the forward position being located at the maximum diameter of the fuselage. The effects on drag of removing the half-submerged stores or extending them outward on pylons also was investigated by tests of models with half-submerged-store cavities on the fuselage. Two pylons differing in airfoil section and thickness were tested at the forward position of the stores on the fuselage with cavities. The half-submerged stores gave the smallest drag increments, which were approximately equal regardless of their respective longitudinal locations. Removing the half-submerged stores to expose the cavities increased the drag increments from two to three times. For the pylon-mounted stores, the store in the midposition had less drag than in the forward or rear positions at supersonic speeds. Adding the half-submerged-store cavities to the pylon-mounted-store configurations reduced the drag at the rear position between Mach numbers 0.95 and 1.50 and increased the drag at the midposition throughout the speed range. Changing from the 6-percent-thick flat pylon to the 10-percent-thick airfoil pylon increased the total drag slightly above Mach number 1.10. Good agreement was obtain& between the experimental and theoretical interference drag coefficients for the pylon-mounted stores (without fuselage cavities} in the three longitudinal locations tested at Mach numbers 1.2 and 1.5.
    Keywords: Aerodynamics
    Type: NACA-RM-L54E26
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  • 9
    Publication Date: 2019-08-14
    Description: The lift, pitching-moment, and drag characteristics of a missile configuration having a body of fineness ratio 9.33 and a cruciform triangular wing and tail of aspect ratio 4 were measured at a Mach number of 1.99 and a Reynolds number of 6.0 million, based on the body length. The tests were performed through an angle-of-attack range of -5 deg to 28 deg to investigate the effects on the aerodynamic characteristics of roll angle, wing-tail interdigitation, wing deflection, and interference among the components (body, wing, and tail). Theoretical lift and moment characteristics of the configuration and its components were calculated by the use of existing theoretical methods which have been modified for application to high angles of attack, and these characteristics are compared with experiment. The lift and drag characteristics of all combinations of the body, wing, and tail were independent of roll angle throughout the angle-of-attack range. The pitching-moment characteristics of the body-wing and body-wing-tail combinations, however, were influenced significantly by the roll angle at large angles of attack (greater than 10 deg). A roll from 0 deg (one pair of wing panels horizontal) to 45 deg caused a forward shift in the center of pressure which was of the same magnitude for both of these combinations, indicating that this shift originated from body-wing interference effects. A favorable lift-interference effect (lift of the combination greater than the sum of the lifts of the components) and a rearward shift in the center of pressure from a position corresponding to that for the components occurred at small angles of attack when the body was combined with either the exposed wing or tail surfaces. These lift and center-of-pressure interference effects were gradually reduced to zero as the angle of attack was increased to large values. The effect of wing-tail interference, which influenced primarily the pitching-moment characteristics, is dependent on the distance between the wing trailing vortex wake and the tail surfaces and thus was a function of angle of attack, angle of roll, and wing-tail interdigitation. Although the configuration at zero roll with the wing and tail in line exhibited the least center-of-pressure travel, the configuration with the wing and tail interdigitated had the least change in wing-tail interference over the angle-of-attack range. The lift effectiveness of the variable-incidence wing was reduced by more than 70 percent as a result of an increase in the combined angle of attack and wing incidence from 0 deg to 40 deg. The wing-tail interference (effective downwash at the tail) due to wing deflection was nearly zero as a result of a region of negative vorticity shed from the inboard portion of the wing. The lift characteristics of the configuration and its components were satisfactorily predicted by the calculated results, but the pitching moments at large angles of attack were not because of the influence of factors for which no adequate theory is available, such as the variation of the crossflow drag coefficient along the body and the effect of the wing downwash field on the afterbody loading.
    Keywords: Aerodynamics
    Type: NACA-RM-A54H27
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  • 10
    Publication Date: 2019-07-11
    Description: A flight test has been conducted to determine the longitudinal stability and control,characteristics of a 0.133-scale model of the Consolidated Vultee XFY-1 airplane without propellers for the Mach number range between 0.73 and 1.19.
    Keywords: Aerodynamics
    Type: NACA-RM-SL54B03A
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  • 11
    Publication Date: 2019-07-11
    Description: An investigation was conducted in the Langley high-speed 7- by 10-foot tunnel to determine effects of modifications to a bomb model (particularly with regard to drag) when mounted on a wing-fuselage model and tested at Mach numbers from 0.70 to 1.10. In addition, the static longitudinal stability characteristics of several configurations of a larger scale model of the bomb alone were obtained over a Mach number range from 0.50 to 0.95. The results obtained for the wing-fuselage-bomb model indicate that large reductions in installation drag were obtained for the wing-fuselage-bomb model when the flat nose of the basic bomb was replaced by rounded or pointed noses of various calibers. Shortening the mounting pylon gave further decreases in the installation drag. The tests of the bomb alone indicated that only the flat-nose configurations were stable over the greater part of the Mach number range. Nose-shape modifications which improved the drag also caused the bombs to become unstable at low angles of attack. The stability of the low-drag bomb configurations could be improved by lengthening the cylindrical portion of the body behind the center of gravity.
    Keywords: Aerodynamics
    Type: NACA-RM-SL54D30
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  • 12
    Publication Date: 2019-07-11
    Description: An investigation has been conducted in the Langley 8-foot transonic tunnel to determine the effects of several fuselage modifications on the transonic drag-rise characteristics of a 1/20-scale model of the Convair F-102 airplane. Tests covered an angle-of-attack range from 0deg to about 10deg and a Mach number range from 0.60 to 1.14. Results indicated that the transonic drag rise .for the basic F-102 airplane could be substantially reduced by extending the fuselage after-body approximately 8 percent of the fuselage length. Tests of other bodies indicated that a shorter (4-percent) afterbody extension may have a similar effect on the drag rise. Further improvement of the axial cross-sectional-area distribution of the 8-percent extended configuration through the addition of fuselage volume resulted in additional reductions in the drag rise at a Mach number of 1.0 and caused no or only slight drag penalties at the higher Mach numbers. The results of the present tests generally substantiate the area-rule concept with respect to the prediction of the transonic drag rise through the use of an equivalent-area body of revolution for a practical delta-wing airplane configuration.
    Keywords: Aerodynamics
    Type: NACA-RM-SL54K18a
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  • 13
    Publication Date: 2019-07-11
    Description: A low-speed wind-tunnel investigation has been made of some aspects of the aerodynamic problems associated with the use of air-to-air missiles when carried externally on aircraft. Measurements of the forces and moments on a missile model for a range of positions under the mid-semispan location of a 45deg sweptback wing indicated longitudinal and lateral forces with regard to both carriage and release of the missiles. Surveys of the characteristics of the flow field in the region likely to be traversed by the missiles showed abrupt gradients in both flow angularity and in local dynamic pressure. Through the use of aerodynamic data on the isolated missile and the measured flow-field characteristics, the longitudinal forces and moments acting on the missile while in the presence of the wing-fuselage combination could be estimated with fair accuracy. Although the lateral forces and moments predicted were qualitatively correct, there existed some large discrepancies in absolute magnitude.
    Keywords: Aerodynamics
    Type: NACA-RM-L54J20
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  • 14
    Publication Date: 2019-07-12
    Description: Experimental results showing the static longitudinal-stability and control characteristics of a model of a fighter airplane employing a low-aspect-ratio unswept wing and an all-movable horizontal tail are presented. The investigation was made over a Mach number range from 0.60 to 0.90 and from 1.35 to 1.90 at a constant Reynolds number of 2.40 million, based on the wing mean aerodynamic chord. Because of the location of the horizontal tail at the tip of the vertical tail, interference was noted between the vertical tail and the horizontal tail and between the wing and the horizontal tail. This interference produced a positive pitching-moment coefficient at zero lift throughout the Mach number range of the tests, reduced the change in stability with increasing lift coefficient of the wing at moderate lift coefficients in the subsonic speed range, and reduced the stability at low lift coefficients at high supersonic speeds. The lift and pitching-moment effectiveness of the all movable tail was unaffected by the interference effects and was constant throughout the lift-coefficient range of the tests at each Mach number except 1.90.
    Keywords: Aerodynamics
    Type: NACA-RM-SA54D05
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  • 15
    Publication Date: 2019-07-12
    Description: An investigation has been conducted in the Langley 4- by 4-foot supersonic pressure tunnel at a Mach number of 1.41 to determine the static stability and control and drag characteristics of a l/l5-scale model of the Grunman F9F-9 airplane. The effects of alternate fuselage shapes, wing camber, wing fences, and fuselage dive brakes on the aerodynamic characteristics were also investigated. These tests were made at a Reynolds number of 1.96 x l0 (exp 6) based on the wing mean aerodynamic chord of 0.545 foot. The basic configuration had a static margin of stability of 38.4 percent of the mean aerodynamic chord and a minimum drag coefficient of 0.049. For the maximum horizontal tail deflection investigated (-l0 deg), the maximum trim lift coefficient was 0.338. The basic configuration had positive static lateral stability at zero angle of attack and positive directional control throughout the angle-of-attack range investigated up to ll deg.
    Keywords: Aerodynamics
    Type: NACA-RM-SL54G08
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  • 16
    Publication Date: 2019-07-12
    Description: The longitudinal stability and control characteristics of a 1/30-scale model of the Republic XF-103 airplane were investigated in the Langley 8-foot transonic tunnel. The effect of speed brakes located at the end of the fuselage was also investigated. The main part of the investigation was made with internal flow in the model, but some data were obtained with no internal flow. The longitudinal stability and control at transonic-speeds appeared satisfactory. The transonic drag rise was small. The speed brakes had no adverse effects on longitudinal stability.
    Keywords: Aerodynamics
    Type: NACA-RM-SL54H24
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  • 17
    Publication Date: 2019-07-12
    Description: A 1/5-scale, rocket-propelled model of the Convair F-102 configuration was tested in free flight to determine zero-lift drag at Mach numbers up to 1.34 and at Reynolds numbers comparable to those of the full-scale airplane. This large-scale model corresponded to the prototype airplane and had air flow through the duct. Additional zero-lift drag tests involved a series of small equivalent bodies of revolution which were launched by means of a helium gun. The several small-scale models tested corresponded to: the basic configuration, the 1/5-scale rocket-propelled model configuration, a 2-foot (full-scale) fuselage-extension configuration, and a 7-foot (full-scale) fuselage-extension configuration. Models designed to correspond to the area distribution at a Mach number of 1.0 were flown for each of these 'shapes and, in addition, models designed to correspond to the area distribution at a Mach number of 1.2 were flown for the 1/5-scale rocket-propelled model and the 7-foot-fuselage-extension configuration. The value of external pressure drag coefficient (including base drag) obtained from the large-scale rocket model was 0.0190 at a Mach number of 1..05 and the corresponding values from the equivalent-body tests varied from 0.0183 for the rocket-propelled model shape to 0.0137 for the 7-foot-fuselage-extension configuration. From the results of tests of equivalent bodies designed to correspond to the area distribution at a Mach number of 1.0, it is evident that the small changes in shape incorporated in the basic and 2-foot-fuselage-extension configurations from that of the rocket-propelled model configuration will provide no significant change in pressure drag. On the other hand, the data from the 7-foot-fuselage-extension model indicate a substantial reduction in pressure drag at transonic speeds.
    Keywords: Aerodynamics
    Type: NACA-RM-SL54DO9b
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  • 18
    Publication Date: 2019-07-12
    Description: The transonic longitudinal aerodynamic characteristics of a 0.0858-scale model of the Lockheed XF-104 airplane have been obtained from tests at the Langley 16-foot transonic tunnel. The results of the investigation provide some general information applicable to the transonic properties of thin, low-aspect-ratio, unswept wing configurations utilizing a high horizontal tail . The model employs a horizontal tail mounted at the top of the vertical tail and a wing with an aspect ratio of 2.5, a taper ratio of 0.385, and 3.4-percent-thick airfoil sections. The lift, drag, and static longitudinal pitching moment were measured at Mach numbers from 0.80 t o 1.09 and angles of attack from -2.5 deg to 22.5 deg. Some of the dynamic longitudinal stability properties of the airplane have been predicted from the test results. In addition, some visual flow studies on the wing surfaces obtained at Mach numbers of 0.80 and 1.00 are included. Results of the investigation show that the transonic rise in drag coefficient at zero lift is about 0.030. At high angles of attack, the model becomes longitudinally unstable at Mach numbers from 0.80 t o 0.90, whereas a reduction in static stability is experienced when very high angles of attack are reached at Mach numbers above 0.90. Longitudinal dynamic stability calculations show that the longitudinal control is good at angles of attack below the unstable break in the static pitching-moment curves, but a typical corrective control applied after the occurrence of neutral stability has little effect in averting pitch-up.
    Keywords: Aerodynamics
    Type: NACA-RM-SL54K19a
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  • 19
    Publication Date: 2019-07-12
    Description: The effects of elevator deflections from 0deg to -20deg on the force and moment characteristics of a 1/20-scale model of the Convair F-102 airplane with chordwise fences have been determined a t Mach numbers from 0.6 to 1.1 for angles of attack up to 20deg in the Langley 8-foot transonic tunnel. The configuration exhibited static longitudinal stability throughout the range tested, although a mild pitch-up tendency was indicated a t Mach numbers from 0.85 to 0.95. Elevator pitch effectiveness decreased rapidly between the Mach numbers of 0.9 and 1.0, however, no complete loss or reversal was indicated for all conditions tested. Because of the type of longitudinal control used, trimming the configuration from the zero elevator condition resulted in substantial decreases in lift-curve slope and maximum lift-drag ratio and increases in drag due to lift. The drag at zero lift, drag due to lift, and trim drag were high for this configuration.
    Keywords: Aerodynamics
    Type: NACA-RM-SL54G15
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  • 20
    Publication Date: 2019-07-12
    Description: A 1/10-scale rocket model of the Lockheed XF-104 with faired inlets has been flown over a Mach number range from 0.80 to 1.45 to determine low-lift drag and a limited amount of stability data. The center-of-gravity locations were 4.0 and 1.5 percent of the mean aerodynamic chord before and after sustainer firing, respectively. Oscillations induced by pulse rockets were used to determine stability data. The external transonic drag coefficient increased from a value of 0.0160 at Mach number 0.80 to a maximum of 0.0432 near Mach number 1-13, with a drag rise Mach number of about 0.93. At Mach numbers where it could be determined, the model exhibited stable dynamic and static stability characteristics at low lift.
    Keywords: Aerodynamics
    Type: NACA-RM-SL54E14
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  • 21
    Publication Date: 2019-07-12
    Description: A flight test has been conducted to determine the longitudinal stability and control characteristics of a 0.133-scale model of the Consolidated Vultee XFY-1 airplane with windmilling propellers for the Mach number range between 0.70 and 1.13. The variation of lift-curve slope C(sub L(sub alpha) with Mach number was gradual with a maximum value of 0.074 occurring at a Mach number of 0.97. Propellers had little effect upon the values of lift-curve slope or the linearity of lift coefficient with angle of attack. At lift coefficients between approximately 0.25 and 0.45 with an elevon angle of approximately -l0 deg, there was a region of neutral longitudinal stability at Mach numbers below 0.93 introduced by the addition of windmilling propellers. Below a lift coefficient of 0.10 and above a lift coefficient of 0.45, the model was longitudinally stable throughout the Mach number range of the test. There was a forward shift in the aerodynamic center of about 3-percent mean aerodynamic chord introduced by the addition of propellers. The aerodynamic center as determined at low lift moved gradually from a value of 28.5-percent mean aerodynamic chord at a Mach number of 0.75 to a value of 47-percent mean aerodynamic chord at a Mach number of 1.10. There was an abrupt decrease in pitch damping between Mach numbers of 0.88 and 0.99 followed by a rapid increase in damping to a Mach number of 1.06. The propellers had little effect upon the pitch damping characteristics . The transonic trim change was a large pitching-down tendency with and without windmilling propellers. The elevons were effective pitch controls throughout the speed range; however, their effectiveness was reduced about 50 percent at supersonic speeds. The propellers had no appreciable effect upon the control effectiveness.
    Keywords: Aerodynamics
    Type: NACA-RM-SL54F11
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  • 22
    Electronic Resource
    Electronic Resource
    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 54-56 
    ISSN: 0947-5117
    Keywords: Chemistry ; Polymer and Materials Science
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Mechanical Engineering, Materials Science, Production Engineering, Mining and Metallurgy, Traffic Engineering, Precision Mechanics
    Description / Table of Contents: Reaction Primer and Metal PaintingThe complex reactions which take place when reaction or wash primers are applied to metallic surfaces lead to the formation of an insoluble surface layer, which combines with the basic metal and the subsequent coats of paint that are applied to it. There are many different ways in which reaction primers can be made up and their composition depends upon the nature and properties of the metallic surface to be protected. The latest developments and experiences with these “metallic wanderers” are recorded.
    Notes: Die komplexen Reaktionen, die bei Auftrag von Reaktions- oder Wash-Primer/ auf Metall ablaufen, führen zur Bildung einer unlöslichen metallorganischen Deckschicht, die zugleich mit dem Grundmetall und den nachfolgenden Anstrichschichten „verwächst“. Der Aufbau von Reaktionsprimer ist vielfach verschieden und richtet sich auch nach der zu schützenden Metallart. Es werden neuere Erfahrungen mit diesen “Metallwandlern“ mitgeteilt”.
    Type of Medium: Electronic Resource
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  • 23
    Electronic Resource
    Electronic Resource
    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 43-48 
    ISSN: 0947-5117
    Keywords: Chemistry ; Polymer and Materials Science
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Mechanical Engineering, Materials Science, Production Engineering, Mining and Metallurgy, Traffic Engineering, Precision Mechanics
    Description / Table of Contents: On the Corrosion of iron resulting from Temperature Differences of the ElectrolytesThe article investigates the dependence of corrosion on differences in temperature, such as are encountered in the chemical industry. Iron electrodes immersed in neutral KCL solutions of varying temperatures will form a “corrosion element”, wherein the iron in the colder solution forms the cathode and that in the warmer solution forms the anode. The addition of KNO3 causes the iron in the colder solution to act as the cathode, whilst that in the warmer solution becomes the anode. This behaviour is traced back to the formation of thin yet visible covering layers on the iron in the KNO3 solution.With electrolytic concentrations of approximately 〉 0,1 n-(KCl + KNO3) currents are induced. These currents are of such a magnitude that they are able to protect the cathode almost completely from the effects of local corrosion.
    Notes: Die Abhängigkeit der Korrosion von Temperaturdifferenzen, wie sie in chemischen Apparaturen und Industrieanlagen auftreten, wird untersucht. Eisenelektroden in neutralen KCL-Lösungen verschiedener Temperaturen lassen sich zu elektrochemischen Korrosionselementen zusammenschließen, bei denen das Eisen in der kälteren Lösung die Kathode, in der wärmeren Lösung die Anode ist. Durch Zusatz von KNO3 wird das Eisen in der kälteren Lösung zur Anode, in der wärmeren Lösung zur Kathode. Das unterschiedliche Verhalten wird auf die Ausbildung dünner, aber sichtbarer Deckschichten auf dem Eisen in der wärmeren KNO3-Lösung zurückgeführt.Bei Elektrolytkonzentrationen etwa 〉0,1 n-(KCL + KNO3) treten Stromdichten auf, die so groß sind, daß sie die Kathode praktisch vollkommen vor Lokalkorrosion schützen können.
    Additional Material: 6 Ill.
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  • 24
    Electronic Resource
    Electronic Resource
    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954) 
    ISSN: 0947-5117
    Keywords: Chemistry ; Polymer and Materials Science
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Mechanical Engineering, Materials Science, Production Engineering, Mining and Metallurgy, Traffic Engineering, Precision Mechanics
    Type of Medium: Electronic Resource
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  • 25
    Electronic Resource
    Electronic Resource
    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 137-138 
    ISSN: 0947-5117
    Keywords: Chemistry ; Polymer and Materials Science
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Mechanical Engineering, Materials Science, Production Engineering, Mining and Metallurgy, Traffic Engineering, Precision Mechanics
    Description / Table of Contents: Cerium-Cerium Alloys and Cerro alloysThe article opens with a brief historical survey of the production of cerium and cerium alloys, particular attention being paid to the manufacture of gas mantles and flints for lighters. A 99,92-99,93% pure metal is obtained by electrolysis or by the treatment of Cerium Cloride or Cerium Fluoride with Sodium or Lithium. Cerium plays an important part in the production and working of spheroidal cast iron, as a protective agent and as a catalyst. It si of particular value in various smelting processes, since it has a pronounced deoxydizing effect. The second part of the article is devoted tot he various cerium alloys, several of which are noteworthy for their very low melting point (47,2°C).
    Notes: Zunächst wird ein kurzer geschichtlicher Überblick über die Herstellung von Cer und Cerlegierungen gegeben, wobei besonders die Gasglühlichtindustrie und die Fabrikation von Zündmetall für Feuerzeuge berücksichtigt wird. Durch Schmelzflußelektrolyse oder durch Umsetzung von Cerchlorid bzw. Cerfluorid mit Natrium oder Lithium wird ein Metall in 99,92-99,93%iger Reinheit erzeugt. Cer spielt u. a. bei der Herstellung und Verarbeitung von Sphäroid-Gußeisen, zum Schutz von Werkstücken, also Katalysator, eine beachtliche Rolle. Für die Schmelztechnik ist es von besonderem Wert, da es sehr stark desoxydierend wirkt. Der zweite Teil der Arbeit ist den verschiedenen Cerrolegierungen gewidmet, von denen sich einige durch einen sehr niedrigen Schmelzpunkt (47,2°C) auszeichnen.
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 56-64 
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    Keywords: Chemistry ; Polymer and Materials Science
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 79-80 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 78-78 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. I 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954) 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 155-155 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 159-160 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 139-140 
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    Description / Table of Contents: Protective Lead Coating by PaintThe number of metallic pigments capable of being used as a rust preventative is small. Ultra-finely pulverised lead has proved to be far superior to all other metals. However, the addition of a binder in all respects suitable to the pigment is an absolute necessity when lead is used. Chlorinated rubber has been proved to be of particular value in this respect. The use of “Plumbol” paint also applies a coating of lead on the surface of iron, one coat of which has the same protective value as three or four coats of oil-bound paints. Weathering tests have also substantiated the protective value of lead coating paints as compared with the usual oil-bound paints. A maximum of protection is obtained against the action of certain chemical agents (soda lye, potash lye, sulphurous acid, sulphuric acid, acetic acid and other cold dilute acids), but no protection against the effect of nitrose (a solution of nitrosyl sulphuric acid in sulphuric acid, formed in the lead-chamber process) fumes and nitric acid results. Generally speaking, a coating of „Plumbol“ paint affords the same protection as a coating of metallic lead the same thickness.
    Notes: Die Zahl der verwendungsfähigen metallischen Pigmente in Rostschutzfarben ist gering. Feinstgepulvertes Blei zeigt sich allen übrigen Metallen überlegen. Erforderlich ist bei Bleiverwendung ein dem Pigment vollkommen angepaßter Bindemittelzusatz. Chlorkautschuk hat sich hier besonders bewährt. Man erzielt durch den „Plumbol“-Pinselaufstrich gleichsam eine „Verbleiung„ des Eisens. Im Effekt ist ein einmaliger Aufstrich einer 3-4 - fachen Ölfarbauflage ebenbürtig.  -  Bewitterungsversuche zeigen vergleichsweise die wesentlich bessere Schutzwirkung der „Pinselverbleiung“ gegenüber den üblichen Ölanstrichen. Der Schutz erweist sich gegen chemische Agentien (Natronlauge, Kalilauge, schweflige Säure, Schwefelsäure, Essigsäure und andere verdünnte kalte Säure, Schwefelsäure, Essigsäure und andere verdünnte kalte Säure, Essigsäure und andere verdünnte kalte Säuren) als äußerst widerstandsfähig. Nicht jedoch gegen nitrose Gase und Salpetersäure.  -  eine „Plumbol“- Anstrich-Folie bietet im im allgemeinen den gleichen Schutz wie eine Schicht von metallischem Blei gleicher Dicke.
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. I 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 158-158 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 178-182 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 172-177 
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    Description / Table of Contents: The application of Electro-chemical Methods to the Investigation of Corrosion of Steel by FluoridesElectro-chemical methods can be advantageously employed in investigations on the corrosion of steel by Fluorine compounds and Hexafluosilicic acid compounds, such as are frequently to be found in mixtures used for the preservation of wood. Evidence of passivation by covering can be recognised by the anodic leg of the current potential curves obtained when steel is immersed in various solution containing alkaline fluorides. These are distinctly noticeable in the case of solutions containing alkaline fluorides, but the effect is not quite so marked with solutions containing Bifluorides. The low solubility of the products of corrosion and higher concentrations of solutions, with resultant formation of covering layers, favour the appearance of these effects. However, passivity cannot be substantiated in the case of solutions of hexafluosilicic acid and its salts. The anodic behaviour of steel in the various solutions under notice in this article runs on parallel lines with that which results from continuous immersion of steel in similar solutions.
    Notes: Zur Klärung der bei Korrosionsuntersuchungen an Stahl in Lösungen von Fluorverbindungen und Hexafluorkieselsäureverbindungen, wie sie häufig im Gemisch für Zwecke des Holzschutzes verwendet werden, können elektrochemische Methoden mit Vorteil angewandt werden. An den anodischen Ästen der Strom-Spannungskurven von Stahl in den verschiedenen fluoridhaltigen Lösungen können Passivitätserscheinungen durch Bedeckung erkannt werden. Diese sind in den Lösungen der Alkalifluoride besonders deutlich, in den Bifluoridlösungen ebenfalls, aber nicht so ausgeprägt vorhanden. Die gering Löslichkeit der entstehenden Korrosionen begünstigen infolge Deckschichtenbildung; dagegen ist in den Lösungen der Hexafluorkieselsäure und deren Salzen eine Passivität nicht festzustellen. Das anodische Verhalten von Stahl in den verschiedenen Lösungen, das in Korrosionsstromversuchen verfolgt wird, läuft parallel mit den Befunden von Dauertauchversuchen in den entsprechenden Lösungen.
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 246-251 
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    Description / Table of Contents: A Review of Welding and Soldering Methods for Aluminium and Light Metal AlloysThe properties of light metals in which they differ from those of heavy metals  -  particularly iron  -  and which must be taken into account when welding, are stated. Information is given on gas fusion, arc welding and inert arc welding methods as applied to the welding of pure aluminium. The resistance welding of pure aluminium and aluminium alloys and the differences in welding methods are described. Particular attention is paid to the welding of materials capable of being heat-treated.The causes of tension cracks and fissures during the welding of these materials are given. The welding of magnesium alloys, both cast and rolled, is described. The soldering of aluminium and light metal alloys, the various types of solder, their uses and their properties are dealt with. The soldering of light metals for electrical purposes is also described. A tabular representation of the basic methods used for the repair of light metal castings by welding and soldering closes the article.
    Notes: Die Eigenschaften der Leichtmetalle, durch welche sie sich beim Schweißen von Schwermetallen  -  insbesondere von Eisen  -  grundsätzlich unterscheiden, werden hervorgehoben. Es wird über das Gasschmelzschweißen das Lichtbogenschweißen und das Schutzgasschweißen von Reinaluminium berichtet. Auf das Widerstandsschweißen von Aluminium wird eingegangen. Die Unterschiede zwischen dem Schweißen von Reinaluminium und von Aluminium-Legierungen werden dargelegt, wobei besonders das Schweißen von vergütbaren Werkstoffen behandelt wird.Die Gründe für das Auftreten von Spannungsrissen bei diesen Werkstoffen werden angegeben. Das Schweißen von Magnesium-Legierungen (Guß- und Walzlegierungen) wird beschrieben und auf die Ursachen der Spannungsrisse eingegangen. Das Löten von Aluminium und Leichtmetall-Legierungen, die verschiedenen Lote, ihre Anwendung und ihre Eigenschaften werden behandelt; hierbei wird auch das Löten von Leichtmetallen in der Elektrotechnik beschrieben. Es wird eine Darstellung der grundlegenden Vorgänge bei der Reparatur von Leichtmetall-Gußstücken durch Schweißen und Löten gegeben.
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 269-269 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 271-274 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954) 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 395-398 
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    Description / Table of Contents: The Corrosion of Metals and Metallic Coatings in Tropical and Sub-tropicalExtremely high temperatures and humidities can be encountered in a tropical climate, which naturally can be the cause of extensive corrosion. The great difference between maximum day temperature and minimum night temperatures are particularly dangerous in this respect, since they lead to corrosion as a result of sweating, due to condensation of water vapour. This can even occur under conditions which otherwise would not normally favour corrosion. Corrosion through sweating can also occur inside the package or container during transport and storage. The action is greatly accelerated by the presence of minute quantities of chlorides, mostly deposited by atomised sea water. A case under investigation proved that corrosive action is also accelerated in desert locations, far removed from the sea, by particles of sand containing salt, which are blown into the package or container by the action of wind. The article concludes with a summary of the behaviour of various metals and metallic coatings in tropical and sub-tropical climates.
    Notes: Im tropischen Klima können oft extrem hohe Temperaturen und Feuchtigkeitsgehalte auftreten, die naturgemäß zu besonders starken Korrosionen führen können. Besonders gefährlich sind die starken Temperaturschwankungen zwischen der Tageshöchsttemperatur und den niedrigsten Temperaturen bei Nacht, die durch Kondensation von Wasserdampf zu starken Schwitzkorrosionen selbst unter sonst nicht besonders stark aggressiven Bedingungen führen, Schwitzkorrosionen können bereits beim Transport innerhalb der Verpackung und bei Lagerung auftreten. Sie werden durch geringe Chloridmengen, meist aus zerstäubtem Seewasser stammend, stark beschleunigt. An einem näher untersuchten Beispiel wird gezeigt, daß der Angriff auch in den Wüstengegenden, weitab vom Meere, durch vom Winde aufgewirbelten salzhaltigen Sand erheblich beschleunigt werden kann. Abschließend wird eine Übersicht über das Verhalten verschiedener Metalle und Metallüberzüge im tropischen und subtropischen Klima gegeben.
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 11-17 
    ISSN: 0947-5117
    Keywords: Chemistry ; Polymer and Materials Science
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Mechanical Engineering, Materials Science, Production Engineering, Mining and Metallurgy, Traffic Engineering, Precision Mechanics
    Description / Table of Contents: On the Passivity of Thallium in Perchloric Acid, Sodium Chloride and Sodium Sulphide SolutionsWhilst only a single rapid drop in potential could be observed in the case of solutions of perchloric acid and sodium sulphate, two successive drops in current potential were observed with electrolytes containing chlorine ions. This proves that two different phases occur in passivity. The Muller-Machu Time Law of Covering Passivity was found to hold good for both drops in potential, which points to a mechanical passivity of Thallium caused by covering layers.Measurements of the current potential showed that the anodic behavior of Thallium is characterised by two values, Tl+ and Tl3+. It was found that, in all the electrolytes examined, the Thallium is the first to be converted to Tl+ in solution. This action is independent of current potential. This action may have a duration of only a few seconds (e.g., in the case of 0,48 n HClO4) or several minutes (as in the case of solutions containing chlorine ions). The duration of this action depends on the current potential and the particular electrolyte used. During the primary phase of the passivating action the passivating surface layer also consists of a Thallium-1-compound. The continued passage of current causes a transformation of the metal at the passive anode, which then once again dissolves to the accompaniment of an emission of Tl3+ -Ions. At this stage a second mechanical passivation by a covering layer of a Thallium-III-salt occurs. It therefore follows that all types of passivity only depend upon the formation of covering layers.
    Notes: Während in Perchlorsäurelösungen und Natriumsulfatlösungen nur ein einziger schneller Abfall der Stromstärke beobachtet werden konnte, wurden in den Chlorionen enthaltenden Elektrolyten zwei aufeinander folgende Stromstärkeabfälle festgestellt. Dies beweist, daß zwei verschiedene Stadien der Passivität auftreten. Das Zeitgesetz der Bedeckungspassivität von Müller-Machu wurde für beide Stromstärkeabfälle als streng gültig gefunden, was auf eine mechanische Passivität des Thalliums durch Deckschichten hinweist.Durch Potentialmessungen konnte gezeigt werden, daß das anodische Verhalten des Thalliums durch sein Auftreten in zwei Wertigkeitsstifen, nämlich Tl+ und Tl3+ gekennzeichnet ist. In allen untersuchten Elektrolyten geht das Thallium zunächst und unabhängig von der angewandten Stromdichte als Tl+ in Lösung. Dieser Vorgang kann, je nach der angewandten Stromdichte und dem benutzten Elektrolyten, nur einige Sekunden (z. B. in 0,48 n HClO4) oder bis mehrere Minuten (in Chlorionen enthaltenden Lösungen) dauern. Auch die passivierende Deckschicht besteht in der ersten Stufe des Passivierungsvorganges aus einer Thallium-I-Verbindung. Bei weiterem Stromdurchgang tritt an der passiven Anode eine Umwandlung des Metalles ein, wobei es nunmehr wieder unter Aussendung von Tl3+-Ionen in Lösung geht. In dieser Verbindungsform erfolgt dann eine zweite mechanische Passivierung durch eine Deckschicht, die aus einem Thallium-III-salz besteht.Es beruhen somit alle Arten von Passivität nur auf der Ausbildung von Deckschichten.
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 29-30 
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    Keywords: Chemistry ; Polymer and Materials Science
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 39-39 
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    Keywords: Chemistry ; Polymer and Materials Science
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954) 
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    Keywords: Chemistry ; Polymer and Materials Science
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 49-54 
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    Keywords: Chemistry ; Polymer and Materials Science
    Source: Wiley InterScience Backfile Collection 1832-2000
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    Description / Table of Contents: The Anodic Behaviour of Aluminium and Al—Mg Alloys in Sulphuric Acid and Sodium Sulphate SolutionsAttempts were made to remove the film of oxide from aluminium and Al— Mg alloys, so that a pure aluminium surface could be obtained. Dilute sulphuric Acid and Sodium sulphate solutions of various concentrations were used as electrolytes. Only one cathodic polarisation had a slight effect on the loosening of the oxide film. However, a very rapid passivation always followed this activation (caused by the chemical action of the aqueous solutions). Hydrochloric acid and NaOH solutions in high concentrations did dissolve the oxide film, but did not permit of any anodic passivation in these solutions. It was possible to obtain activation in sulphuric acid containing chlorine ions, but, even in this solution passivation commenced as soon as the current was switched off. This passivation was caused by the chemical action of the electrolytes the porosity of the natural oxide film was reduced to 10-5 sq. cm./sq. cm. by activation, and a maximum value of 10-2 sq. cm./sq. cm. was obtained. As a result of the strong chemical affinity of aluminium, it is only possible to obtain a clean metallic surface for fractions of seconds.
    Notes: Es wurde versucht, den Oxydfilm von Aluminium und Al—Mg—Legierungen zu entferne, um reine Aluminiumoberflächen zu erhalten. Hierbei wurden verdünnte Schwefelsäure und Natriumsulfatlösungen verschiedener Konzentration als Elektrolyte benützt. Nur eine kathodische Polarisation hatte einen geringen, die natürliche Oxydschicht auflockernden aktivierenden Einfluß. Nach der Aktivierung trat jedoch immer wieder eine sehr schnelle Passivierung nur durch chemische Einwirkung der wäßrigen Lösung wieder ein. Salzsäuren und NaOH—Lösungen stärkerer Konzentration lösten wohl die Oxydschichten auf, gestatteten aber keine anodische Passivierung in diesen Lösungen. Eine Aktivierung konnte wohl in einer chlorionenhaltigen Schwefelsäure erzielt werden, aber auch in dieser Lösung trat augenblicklich nach Abschaltung des Stromes wieder Passivierung durch chemische Einwirkung des Elektrolyten ein. Die Porosität der natürlichen Oxydschicht wurde zu 10-4 bis 10-5 cm2/cm2 ermittelt, die maximal auf 10-2 cm2/cm2 durch Aktivierung gebracht werden konnte. Auf Grund der starken chemischen Affinität des Aluminiums ist die Erzielung einer freien, unbedeckten Metalloberfläche nur für Bruchteile von Sekunden möglich.
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 138-139 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 151-155 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 177-178 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 184-192 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 196-196 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954) 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 224-230 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 233-234 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 237-237 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 237-237 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 241-243 
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    Description / Table of Contents: On the Building-up of the Double Layer on Iron and Lead Electrodes in SoilsThe building-up of the double layer on Iron and Lead electrodes was followed by means of the Hickling method. The results obtained from the present series of experiments were in agreement with results obtained from previous experiments on the corrosion of Iron and Lead when buried in soils. This applied particularly to the type of corrosion obtained when the water content of the soil was below the saturation point. Only the first part of the Helmholtz double layer was formed on an Iron elctrode buried in a sandy soil of low water content. When the saturation point was exceeded, the building-up took place in exactly the same manner as in distilled water. A Lead elctrode buried in a clay soil was found to have a double layer similar to that obtained when the electode is immersed in electrolytes. In this case the capacity of the differents parts of the double layer is greater than that of the Helmholtz double layer.
    Notes: Der Aufbau der Doppelschicht an der Fe- und Pb-Elektrode wurde mit Hilfe der Hicklingschen Methode verfolgt. Im Einklang mit den Ergebnissen, die bei früheren Korrosionsversuchen mit Eisen und Blei im Erdreich erhalten wurden, ergab sich bei den Untersuchungen, die völlige übereinstimmung bezüglich der Entstehung der Korrosionstype, wenn sich der Boden hinsichtlich seines Wassergehaltes unter seiner Sättigungsgrenze befindet. Auf einer Fe-Elektrode bildet sich in sandhaltigem Boden bei niedrigen Wassergehalten nur der erste Teil der Helmholtz-Doppelschicht aus, nach Überschreiten der Sättigungsgrenze weist diese die gleiche Ausbildung auf wie in destilliertem Wasser. Eine Pb-Elektrode weist dagegen in tonhaltigem Boden eine Doppelschicht auf, die der ähnelt, die sich in einem Elektrolyt ausbildet. In diesem Fall ist die Kapazität des diffusen Teils der Doppelschicht größer als die der Helmholtz-Doppelschicht.
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 264-266 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 182-184 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 192-194 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 237-237 
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 392-395 
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    Description / Table of Contents: Determination of the corrosion of Ceramic Products during Operation by means of Temperature-indicating ColoursThe outer temperatures of furnaces bear a constant relation to the operating temperature. The degree of temperature depends only upon the construction of the oven and the fire-resistant materials used. The destruction of the furnace brickwork during operation results in a reduction in the thickness of the bricks used and in the destruction of the bounds by cracks. The consequent local increases in temperature of the outer wall can, in both cases, be determined by the use of Thermocolours and Thermochrom sticks, and will thus serve as a timely warning of the possibility of damage. The colour changes show, by means of the isotherm, the extent of any damage. The colour changes show, by means of the isotherm, the extent of any damage that may already have occurred. Since any existing damage is detected in its early stages, any necessary repairs and possible shutdowns can be prevented.The article closes with a few examples from actual practice illustrative of the timely determination of corrosion of ceramic materials and products.
    Notes: Die Außentemperatur von Öfen steht im konstanten Zusammenhang mit der Betriebstemperatur, sie ist in ihrer Höhe nur abhängig von der angewandten Bauweise und den verwendeten feuerfesten Produkten. Die Zerstörung des Ofenmauerwerkes während des Betriebes erfolgt einerseits in einer Verringerung der Stärke des Steines, andererseits in der Zerstörung des Verbandes durch Risse und Sprünge. Die in beiden Fällen erfolgende lokale Steigerung der Außenwandtemperatur kann durch Thermocolorfarben und Thermochromstifte rechtzeitig erfaßt und flächenmäßig sichtbar gemacht werden, wobei die Farbumschläge durch ihre Isotherme den Umfang der Schadenstelle umschreiben; danach können frühzeitig die Maßnahmen für eine meist kurzfristige Ausbesserung noch vor Eintreten eines größeren Schadens getroffen werden.Durch einige Beispiele aus der Praxis wird die frühzeitige Erfassung der Korrosion keramischer Produkte erläutert.
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    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 406-408 
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    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 56-56 
    ISSN: 0947-5117
    Keywords: Chemistry ; Polymer and Materials Science
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Mechanical Engineering, Materials Science, Production Engineering, Mining and Metallurgy, Traffic Engineering, Precision Mechanics
    Type of Medium: Electronic Resource
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  • 98
    Electronic Resource
    Electronic Resource
    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 72-74 
    ISSN: 0947-5117
    Keywords: Chemistry ; Polymer and Materials Science
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Mechanical Engineering, Materials Science, Production Engineering, Mining and Metallurgy, Traffic Engineering, Precision Mechanics
    Type of Medium: Electronic Resource
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  • 99
    Electronic Resource
    Electronic Resource
    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 84-87 
    ISSN: 0947-5117
    Keywords: Chemistry ; Polymer and Materials Science
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Mechanical Engineering, Materials Science, Production Engineering, Mining and Metallurgy, Traffic Engineering, Precision Mechanics
    Description / Table of Contents: Cathodic corrosion PreventionThe article opens with a short definition of the term „Cathodic Corrosion Prevention“ and then describes the possibilities and limits of the application of cathodic protection by the use of outside current supplies in conjunction with an auxiliary insoluble anode. The appearance of cathodic corrosion, which limits the possibilities of this method of corrosion prevention, is described in detail.The results of tests made with iron and aluminum which was subjected to various representative forms of corrosion are given. The current required per sq. metre and per annum, as determined from these tests, forms a criterion for the cost of cathodic corrosion protection.
    Notes: Nach einer kurzen Definition des Begriffes „kathodischer Korrosionsschutz“ wird auf die Möglichkeiten und Grenzen der Anwendung des kathodischen Schutzes mit einer äußeren Stromquelle und einer unlöslichen Hilfsanode hingewiesen. Die Erscheinung der „kathodischen Korrosion“, die die Möglichkeiten der Anwendung des kathodischen Schutzes begrenzt, wird eingehend besprochen.Versuche mit Eisen und Aluminum in einigen typischen Korrosionsmitteln werden mitgeteilt, wobei der Bedarf an elektrischer Energie je m2 und Jahr einen Anhaltspunkt für die Kosten des kathodischen Schutzes gibt.
    Additional Material: 4 Tab.
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  • 100
    Electronic Resource
    Electronic Resource
    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 5 (1954), S. 81-83 
    ISSN: 0947-5117
    Keywords: Chemistry ; Polymer and Materials Science
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Mechanical Engineering, Materials Science, Production Engineering, Mining and Metallurgy, Traffic Engineering, Precision Mechanics
    Description / Table of Contents: The Influence of the condition of the Surface of Iron upon the Rapidity of Corrosion when buried in SoilExperiments were made to determine the action of various soils sand, clay and loam upon elements Ferough (damp soil) Fe smooth and Ferough (soils I/II) Fesmooth. Current measurements made with element Ferough (damp soil) Fesmooth demonstrated that the reversal of direction of the current, which is dependent on the dampness of the soil, only takes place between very narrow limits. These limits are correlated to the point at which the soil saturated with water goes over to the unsaturated state.The period of time in which the potential difference between two electrodes of varying surface condition (Ferough Fesmooth) placed in soil, disappears after a definite quantity of electrolyte has been added, could be plotted as characteristic curves. Such curves could give information upon the increased soil activity.
    Notes: Messungen über die unterschiedliche Bodenaggressivität (Sand, Ton und Lehm) wurden mit den Elementen Ferauh (feuchter Boden) Feglatt durchgeführt. Stromstärkemessungen mit dem Element Ferauh (feuchter Boden) Feglatt ergaben, daß Umkehr der Stromrichtung, die von der Feuchtigkeit des Bodens abhängt, nur in einem sehr engen Feuchtigkeitsbereich stattfindet, der dem Übergang von mit Wasser gesättigtem in den ungesättigten Boden zugeordnet ist.Die Zeit, in welcher das Potential zwischen zwei Elektroden verschiedener Oberflächenbeschaffenheit (Ferauh, Feglatt) in einem Boden nach Zufügen einer bestimmten Elektrolytmenge verschwindet, dürfte charakteristische Kurven ergeben, die Aufschluß über eine vergrößerte Bodenaggressivität liefern.
    Additional Material: 5 Ill.
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