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  • Polymer and Materials Science  (594)
  • Aerodynamics  (16)
  • AERODYNAMICS
  • Fisheries
  • 2020-2022
  • 1955-1959  (614)
  • 1955  (614)
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  • 2020-2022
  • 1955-1959  (614)
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  • 1
    Publication Date: 2019-05-23
    Description: An experimental investigation was conducted to determine the performance characteristics an underslung nose-scoop air-induction system for a supersonic airplane. Five different nose shapes, three lip shapes, and two internal diffusers were investigated. Tests were made at Mach numbers from 0 to 1.9, angles of attack from 0 deg to approximately l5 deg, and mass-flow ratios from 0 to maximum obtainable. It was found that the underslung nose-scoop inlet was able to operate at Mach numbers from 0.6 to 1.9 over a large positive angle-of-attack range without adverse effects on the pressure recovery. Although there was no one inlet configuration that was markedly superior over the entire range of operating variables, the arrangement having a nose designed to give increased supersonic compression at low angles of attack, and a sharp lip (configuration designated N3L3) showed the most favorable performance characteristics over the supersonic Mach number range. Inlets with sizable lip radii gave satisfactory performance up to a Mach number of 1.5; however, as a result of an increase in drag, the performance of such inlets was markedly inferior to the sharp-lip configuration above Mach numbers of 1.5. Throughout the range of test Mach numbers all inlet configurations evidenced stable air-flow characteristics over the mass-flow range for normal engine operation. Analysis of the inlet performance on the basis of a propulsive thrust parameter showed that a fixed inlet area could be used for Mach numbers up to 1.5 with only a small sacrifice in performance.
    Keywords: AERODYNAMICS
    Type: NACA-RM-A55G13
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  • 2
    Publication Date: 2019-06-28
    Description: A solution of the equations of the compressible laminar boundary layer including the effects of transpiration cooling is presented. The analysis applies to the flow over an isothermal porous plate with a velocity of fluid injection proportional to the reciprocal of the square root of the distance from the leading edge. The effect of several flow parameters on coolant-flow rates is discussed with the aid of representative examples. A stability analysis indicates that, although transpiration cooling requires a lower surface temperature for stable flow than does internal wall cooling, this lower temperature can be obtained with a smaller expenditure of coolant.
    Keywords: Aerodynamics
    Type: NACA-TN-3404
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  • 3
    Publication Date: 2019-06-28
    Description: The temperature distributions encountered in thin solid wings subjected to aerodynamic heating induce thermal stresses that may effectively reduce the stiffness of the wing. The effects of this reduction in stiffness were investigated experimentally by rapidly heating the edges of a cantilever plate. The midplane thermal stresses imposed by the nonuniform temperature distribution caused the plate to buckle torsionally, increased the deformations of the plate under a constant applied torque, and reduced the frequency of the first two natural modes of vibration. By using small-deflection theory and employing energy methods, the effect of nonuniform heating on the plate stiffness was calculated. The theory predicts the general effects of the thermal stresses, but becomes inadequate as the temperature difference increases and plate deflections become large.
    Keywords: Aerodynamics
    Type: NACA-RM-L55E20c
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  • 4
    Publication Date: 2019-05-30
    Description: Aircraft body flare for pitch stability and body flap for pitch control in hypersonic flight
    Keywords: AERODYNAMICS
    Type: NACA-RM-A54J13
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  • 5
    Publication Date: 2019-06-28
    Keywords: AERODYNAMICS
    Type: AGARD-AG-19/P9
    Format: text
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  • 6
    Publication Date: 2019-06-28
    Keywords: AERODYNAMICS
    Type: NACA-TN-3396
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  • 7
    Publication Date: 2019-07-12
    Description: During an investigation of the J57-P-1 turbojet engine in the Lewis altitude wind tunnel, effects of inlet-flow distortion on engine stall characteristics and operating limits were determined. In addition to a uniform inlet-flow profile, the inlet-pressure distortions imposed included two radial, two circumferential, and one combined radial-circumferential profile. Data were obtained over a range of compressor speeds at an altitude of 50,000 and a flight Mach number of 0.8; in addition, the high- and low-speed engine operating limits were investigated up to the maximum operable altitude. The effect of changing the compressor bleed position on the stall and operating limits was determined for one of the inlet distortions. The circumferential distortions lowered the compressor stall pressure ratios; this resulted in less fuel-flow margin between steady-state operation and compressor stall. Consequently, the altitude operating Limits with circumferential distortions were reduced compared with the uniform inlet profile. Radial inlet-pressure distortions increased the pressure ratio required for compressor stall over that obtained with uniform inlet flow; this resulted in higher altitude operating limits. Likewise, the stall-limit fuel flows required with the radial inlet-pressure distortions were considerably higher than those obtained with the uniform inlet-pressure profile. A combined radial-circumferential inlet distortion had effects on the engine similar to the circumferential distortion. Bleeding air between the two compressors eliminated the low-speed stall limit and thus permitted higher altitude operation than was possible without compressor bleed.
    Keywords: Aerodynamics
    Type: NACA-RM-SE55E23
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  • 8
    Publication Date: 2019-07-12
    Description: A linear stability analysis and flight-test investigation has been performed on a rolleron-type roll-rate stabilization system for a canard-type missile configuration through a Mach number range from 0.9 to 2.3. This type damper provides roll damping by the action of gyro-actuated uncoupled wing-tip ailerons. A dynamic roll instability predicted by the analysis was confirmed by flight testing and was subsequently eliminated by the introduction of control-surface damping about the rolleron hinge line. The control-surface damping was provided by an orifice-type damper contained within the control surface. Steady-state rolling velocities were at all times less than 1 radian per second between the Mach numbers of 0.9 to 2.3 on the configurations tested. No adverse longitudinal effects were experienced in flight because of the tendency of the free-floating rollerons to couple into the pitching motion at the low angles of attack and disturbance levels investigated herein after the introduction of control-surface damping.
    Keywords: Aerodynamics
    Type: NACA-RM-SL55C22
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  • 9
    Publication Date: 2019-08-14
    Description: Two full-scale models of an inline, cruciform, canard missile configuration having a low-aspect-ratio wing equipped with flap-type controls were flight tested in order to determine the missile's longitudinal aerodynamic characteristics. Stability derivatives and control and drag characteristics are presented for a range of Mach number from 0.7 to 1.8. Nonlinear lift and moment curves were noted for the angle - of-attack range of this test (0 deg to 8 deg). The aerodynamic-center location for angles of attack near 50 remained nearly constant for supersonic speeds at 13.5 percent of the mean aerodynamic chord; whereas for angles of attack near 0 deg, there was a rapid forward movement of the aerodynamic center as the Mach number increased. At a control deflection of 0 deg, the missile's response to the longitudinal control was in an essentially fixed space plane which was not coincident with the pitch plane as a result of the missile rolling. As a consequence, stability characteristics were determined from the resultant of pitch and yaw motions. The damping-in-pitch derivatives for the two angle -of-attack ranges of the test are in close agreement and varied only slightly with Mach number. The horn-balanced trailing-edge flap was effective in producing angle of attack over the Mach number range.
    Keywords: Aerodynamics
    Type: NACA-RM-L54B12
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  • 10
    Publication Date: 2019-08-14
    Description: Two full-scale models of an inline, cruciform, canard missile configuration having a low-aspect-ratio wing equipped with flap-type controls were flight tested in order to determine the missile's longitudinal aerodynamic characteristics. Stability derivatives and control and drag characteristics are presented for a range of Mach number from 0.7 to 1.8. Nonlinear lift and moment curves were noted for the angle-of-attack range of this test (0 deg to 8 deg ). The aerodynamic-center location for angles of attack near 5 deg remained nearly constant for supersonic speeds at 13.5 percent of the mean aerodynamic chord; whereas for angles of attack near O deg, there was a rapid forward movement of the aerodynamic center as the Mach number increased. At a control deflection of O deg, the missile's response to the longitudinal control was in an essentially fixed space plane which was not coincident with the pitch plane as a result of the missile rolling. As a consequence, stability characteristics were determined from the resultant of pitch and yaw motions. The damping-in-pitch derivatives for the two angle-of-attack ranges of the test are in close agreement and varied only slightly with Mach number. The horn-balanced trailing-edge flap was effective in producing angle of attack over the Mach number range.
    Keywords: Aerodynamics
    Type: NACA-RM-L54B12
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  • 11
    Publication Date: 2019-07-11
    Description: An investigation was made of a 1/10-scale dynamically similar model of the Grumman FgF-2 airplane to study its behavior when ditched. The model was landed in calm water at the Langley Tank No. 2 monorail. Various landing attitudes, speeds, and configurations were investigated. The behavior of the model was determined from visual observations, acceleration records, and motion-picture records of the ditchings. Data are presented in tabular form, sequence photographs, time-history acceleration curves, and plots of attitude and speed against distance after contact.
    Keywords: Aerodynamics
    Type: NACA-RM-SL50I29B
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  • 12
    Publication Date: 2019-07-11
    Description: Low-lift drag data are presented herein for one 1/7.5-scale rocket-boosted model and three 1/45.85-scale equivalent-body models of the Grumman F9F-9 airplane, The data were obtained over a Reynolds number range of about 5 x 10(exp 6) to 10 x 10(exp 6) based on wing mean aerodynamic chord for the rocket model and total body length for the equivalent-body models. The rocket-boosted model showed a drag rise of about 0,037 (based on included wing area) between the subsonic level and the peak supersonic drag coefficient at the maximum Mach number of this test. The base drag coefficient measured on this model varied from a value of -0,0015 in the subsonic range to a maximum of about 0.0020 at a Mach number of 1.28, Drag coefficients for the equivalent-body models varied from about 0.125 (based on body maximum area) in the subsonic range to about 0.300 at a Mach number of 1.25. Increasing the total fineness ratio by a small amount raised the drag-rise Mach number slightly.
    Keywords: Aerodynamics
    Type: NACA-RM-SL55D15 , Rept-4987
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  • 13
    Publication Date: 2019-07-11
    Description: A comparison of the zero-lift drag coefficients at Mach numbers from 0.81 to 1.41 of a fin-stabilized parabolic body of revolution as measured in the Langley transonic blowdown tunnel has been made with measurements obtained in free-flight on a larger but geometrically similar model. The absolute values of drag coefficient obtained in the slotted wind tunnel were equivalent to the free-flight drag-coefficient values up to a Mach number of 1.4 when adjustments were made for the effect on viscous drag of differences in Reynolds number between the two test conditions. Excellent agreement was obtained between the two tests for the pressure-drag variation with Mach number, regardless of whether the scale effect on skin friction was considered. Favorable agreement was also obtained between the pressure-drag increments due t o the presence of the stabilizing fins as determined in the wine tunnel from fins-on and fins-off tests and as obtained by a different method in free flight. Tests of a specific airplane configuration to obtain an indication of the problems involved in the construction and tests of small-scale (approximately 7-inch span) complete airplane configuration with internal air flow indicated that reliable zero-lift drag-coefficient measurements at Mach numbers up to 1.4 can be attained with such models, provided the model is constructed with a high but not an unreasonable degree of accuracy.
    Keywords: Aerodynamics
    Type: NACA-RM-L55H09 , Rept-5146
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  • 14
    Publication Date: 2019-07-10
    Description: A free-flight investigation over a Mach number range from 0.6 to 2.0 has been conducted to determine the longitudinal aerodynamic characteristics and effect of rocket jet on zero-lift drag of 1/5-scale models of two ballistic-type missiles, the Hermes A-3A and A-3B. Models of both types of missiles exhibited very nearly linear normal forces and pitching moments over the angle-of-attack range of 8 deg to -4 deg and Mach number range tested. The centers of pressure for both missiles were not appreciably affected by Mach number over the subsonic range; however, between a Mach number of 1.02 and 1.50 the center of pressure for the A-3A model moved forward 0.34 caliber with increasing Mach number. At a trim angle-of-attack of approximately 30 deg, the A-3A model indicated a total drag coefficient 30% higher than the power-off zero-lift drag over the subsonic Mach number range and 10% higher over the supersonic range. Under the conditions of the present test, and excluding the effect of the jet on base drag, there was no indicated effect of the propulsive jet on the total drag of the A-3A model. The propulsive jet operating at a jet pressure ratio p(sub j)/p(sub o) of 0.8 caused approximately 100% increase in base drag over the Mach number range M = 0.6 to 1.0. This increase in base drag amounts to 15% of the total drag. An underexpanded jet operating at jet pressure ratios corresponding approximately to those of the full-scale missile caused a 22% reduction in base drag at M = 1.55 (p(sub j)/p(sub o) = 1.76) but indicated no change at M = 1.30 (p(sub j)/p(sub o) = 1.43). At M = 1.1 and p(sub j)/p(sub o) = 1.55, the jet caused a 50% increase in base drag.
    Keywords: Aerodynamics
    Type: NACA-RM-SL55F15
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  • 15
    Publication Date: 2019-07-11
    Description: An investigation is being conducted in the Langley 20-foot free-spinning tunnel on a 1/24-scale model of the Grumman F11F-1 airplane to determine spin and recovery characteristics and the minimum-size parachute required to satisfactorily terminate the spin in an emergency. Results obtained to date are presented herein. Test results indicate that it may be difficult to obtain an erect or inverted spin on the airplane, but, if a spin is obtained, the spin will be very oscillatory and recovery from the developed erect spin by rudder reversal may not be possible. The lateral controls will have no appreciable effect on recoveries from erect.spins. Recovery from the inverted spin by merely neutralizing the rudder will be satisfactory. After recoveries by rudder reversal and after recoveries from spins without control movement (no spins), the model oftentimes rolled very rapidly about the X-axis. Based on limited preliminary tests made in this investigation to make the model recover satisfactorily, it appears that canards near the nose of the airplane or differentially operated horizontal tails may be utilized to provide rapid recoveries. The parachute test results indicate that an 11-foot-diameter (laid-out-flat) parachute with a drag coefficient of 0.650 (based on the laid- out-flat diameter) and with a towline length equal to the wing span is the minimum-size parachute required to satisfactorily terminate an erect or inverted spin in an emergency.
    Keywords: Aerodynamics
    Type: NACA-RM-SL55G20 , Rept-5121
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  • 16
    Publication Date: 2019-07-11
    Description: An investigation is being conducted in the Langley 20-foot free-spinning tunnel on a l/18 scale model of the Ryan X-13 airplane to determine its spin and recovery characteristics. The spin and recovery characteristics determined to date are presented in this report.
    Keywords: Aerodynamics
    Type: NACA-RM-SL55H08 , Rept-5145
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  • 17
    Publication Date: 2019-07-11
    Description: Tests have been conducted in the Langley 8-foot transonic tunnel on a 0.04956-scale model of the Convair F-102A airplane which employed an indented and extended fuselage, cambered wing leading edges, and deflected wing tips. Force and moment characteristics were obtained for Mach numbers from 0.60 to 1.135 at angles of attack up to 20 . In addition, tests were made over a limited angle-of-attack range to determine the effects of the cambered leading edges, deflected tips, and a nose section with a smooth area distribution. Fuselage modifications employed on the F-102A were responsible for a 25.percent reduction in the minimum drag-coefficient rise between the Mach numbers of 0.85 and 1.075 when compared with that for the earlier versions of the F-102. Although the wing modifications increased the F-102A subsonic minimum drag-coefficient level approximately 0.0020, they produced large decreases in drag at lifting conditions over that for the original (plane-wing) F-102. The F-102A had 15 to 25 percent higher maximum lift-drag ratios than did the original F-102. The F-102A had about 15 percent lower maximum lift-drag ratios at Mach numbers below 0.95 and slightly higher maximum lift-drag ratios at supersonic speeds when compared with those ratios for sn earlier modified-wing version of the F-102. Chordwise wing fences which provided suitable longitudinal stability for the original F-102 were not adequate for the cambered-wing F-102A The pitching-moment curves indicated a region of near neutral stability with possible pitch-up tendencies for the F-102A at high subsonic Mach numbers for lift coefficients between about 0.4 and 0.5.
    Keywords: Aerodynamics
    Type: NACA-RM-SL55D19 , Rept-4990
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  • 18
    Publication Date: 2019-07-12
    Description: A flight test of a rocket-propelled model of the Convair XFY-1 airplane was conducted to determine the lateral stability and control characteristics, The 0.133-scale model had windmilling propellers for this test, which covered a Mach number range of O.70 to 1.12. The center of gravity was located at 13.9 percent of the mean aerodynamic chord. The methods of analysis included both a solution by vector diagrams and simple one- and two-degree-of-freedom methods. The model was both statically and dynamically stable throughout the speed range of the testa The roll damping was good, and the slope of the side-force curve varied little with speed. The rudder was effective throughout the test speed range, although it was reduced to about 43 percent of its subsonic value at supersonic speeds.
    Keywords: Aerodynamics
    Type: NACA-RM-SL55J31
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  • 19
    Publication Date: 2019-07-12
    Description: Available experimental two-dimensional cascade data for conventional compressor blade sections are correlated at a reference incidence angle in the region of minimum loss. Variations of reference incidence angle, total-pressure loss, and deviation angle with cascade geometry, inlet Mach number, and Reynolds number are investigated. From the analysis and the correlations of the available data, rules and relations are evolved for the prediction of blade-profile performance. These relations are developed in simplified forms readily applicable to compressor design procedures.
    Keywords: Aerodynamics
    Type: NACA-RM-E55K01a
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  • 20
    Publication Date: 2019-07-12
    Description: Free-flight tests in the transonic and supersonic speed ranges utilizing rocket-propelled models have been made on two pairs of 1/9-scale Convair YF-102 airplane wings with elevons to investigate the possibility of flutter . These wings had modified 60 deg delta plan forms with the trailing edge swept forward 5 deg. The aspect ratio of two exposed wing panels was 2.19 and the wings had NACA 0004-65 (modified) airfoil sections. The model wings and elevons were dynamic-scale models at sea level of the full-scale wings at 20,000 feet. The first set of wings developed elevon buzz near a Mach number of 1 during both power-on and coasting flight at amplitudes of equal to or greater than +/-4 deg.. The second set of wings did not develop the elevon buzz experienced by the first set but, as the model reached the maximum speed of the test (Mach number 1.93), one or both of the wings suddenly failed, possibly as a result of aerodynamic heating or high stresses imposed on the wings at separation from the booster. No flutter was experienced during either flight.
    Keywords: Aerodynamics
    Type: NACA-RM-SL54L22
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  • 21
    Electronic Resource
    Electronic Resource
    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 463-463 
    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
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  • 22
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    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 463-464 
    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
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  • 23
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    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 464-467 
    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
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  • 24
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    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 48-51 
    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
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  • 25
    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
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  • 26
    Electronic Resource
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    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 53-55 
    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
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  • 27
    Electronic Resource
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    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 55-56 
    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
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  • 28
    Electronic Resource
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    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 63-71 
    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 Alternating-Current-CorrosionLaboratory-experiments on the destruction of iron-electrodes being charged with direct and alternating and indulatory currents are communicated. The results are compared with the theory. Conclusions for the practice of stray-current-corrosion are drawn.The experiences of electric works concerning the destruction of earth-circuits made of different metals are related. The apparent influence of stray-current-charges on earth-circuits is explained. According to the obtained results the author recommends a prohibition of coppermade-earth-circuits.
    Notes: Es wird von Laboratoriumsversuchen über die Zerstörung von Eisenelektroden bei Gleichstrom-, Wechselstrom- und Mischstrom-Belastung berichtet. Die Versuchsergebnisse werden mit der Theorie verglichen und Schlußfolgerungen für die Praxis der Streustromkorrosion gezogen.Es wird sodann zu praktischen Erfahrungen it Zerstörung von Erdern aus verschiedenem Material in Elektrizitätswerksbetrieben übergegangen und eine Deutung des scheinbaren Einflusses der Streustrombelastung auf Erder gegeben.Auf Grund dieser Ergebnisse wird ein Verbot der Verwendung von Kupfer als Baumaterial empfohlen.
    Additional Material: 17 Ill.
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  • 29
    Electronic Resource
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    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 72-80 
    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 To-Day State of Phosphatizing on Iron and Non-Ferrous-MetalsPhosphatizing is a electrochemical, cathodically controlled process. The author developed mathematical lawfulness for the formation and decomposition of phosphate-covers which was proved by experiments. The porosity of the covers was determined to be 0.3% of the total surface. Because of their high porosity phosphate-covers are used only in combination of oils, lacquers or varnishes. The methods of phosphatizing are discribed in detail. According to the composition of the phosphatizing bath or the intensity of treatment, thinner or thicker covers are obtained. Thick covers of more than 100 mg/100 cm2 (on nails, screws, etc.) are oiled while thin covers of 25-75 mg/100 cm2 are bottoms for painting.Phosphate-covers do not only serve protection against corrosion but also the decrease of friction of sliding surfaces of machines. These covers of manganese and iron phosphate are applied in combination with lubricants.Phosphatizing is of big importance to the cold-working of iron and steel e. g. to deep-drawing. This method invented by Fr. Singer has been applied in Germany. Later than 1947 it was introduced in Great-Britain and the USA.
    Notes: Der Phosphatierungsprozeß ist ein elektrochemischer, kathodisch gesteuerter Vorgang. Für die Kinetik der Bildung und Zerstörung der Phosphatschichten wurden von w. Machu mathematische Gesetzmäßigkeiten abgeleitet und experimentell bewiesen. Die Porosität der Phosphatschichten wurde zu 0.3% der Gesamtfläche ermittelt. Wegen dieser verhältnismäßig hohen Porosität werden die Phosphatüberzüge nur in Verbindung mit Ölen, Lacken oder Anstrichen verwendet. Die Verfahren der Phosphatierung werden im einzelnen beschrieben.Je nach Zusammensetzung des Phosphatierungsbades oder der Behandlungsintensität erhält man dickere oder dünnere Überzüge. Dicke Schichten von über 100 mg/dm2 für Nägel, Schrauben u. dgl. werden geölt, während die dünnen Schichten von 25-75 mg/dm2 die Grundlage von Anstrichen bilden.Neben dem Korrosionsschutz dienen die Phosphatüberzüge auch zur Verminderung der Reibung von aufeinandergleitenden Maschinenteilen. Diese Schichten aus Mangan- und Eisenphosphaten werden in Verbindung mit Schmiermitteln angewendet.Neben Hilfsmittel bei der Kaltbearbeitung von Eisen und Stahl, z.B. Beim Tiefziehen, ist die Phosphatierung von besonderer Bedeutung. Dieses von Fr. Singer 1935 erfundene und in Deutschland angewendete Verfahren wurde erst nach 1947 in USA und in England eingeführt.
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  • 30
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    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 105-110 
    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
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  • 31
    Electronic Resource
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    Weinheim [u.a.] : Wiley-Blackwell
    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 110-112 
    ISSN: 0947-5117
    Keywords: Chemistry ; Polymer and Materials Science
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 113-117 
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    Description / Table of Contents: Corrosion and Heat of ActivationThe rate of corrosion of water and vapor on iron follows the Arrhenius equation. \documentclass{article}\pagestyle{empty}\begin{document}$$k = k_m \cdot e^{ - \frac{Q}{{R \cdot T}}}$$\end{document} as proved by experiments. The heat of activation Q depends on the nature of the material and the phases of the water and of the dissolved electrolytes. The Author refers to similar interpretations by Matthaes on the corrosion of aluminium and of steel caused by different corrosive agents and tries to explain deviations of this rule.
    Notes: Es wird nachgewiesen, daß die Geschwindigkeit des Angriffes von Wasser und Dampf auf Eisen der Gleichung von Arrhenius \documentclass{article}\pagestyle{empty}\begin{document}$$k = k_m \cdot e^{ - \frac{Q}{{R \cdot T}}}$$\end{document} folgt. Die Aktivierungswärme Q ist von der Art des Werkstoffes, den Phasen des Wassers und von den im Wasser gelösten Elektrolyten abhängig. Auf ähnliche Versuchsauswertungen von Matthaes über den Angriff auf Aluminium und verschiedener Angriffsmittel auf Stahl wird, hingewiesen. Es wird versucht, Abweichungen von der Gesetzmäßigkeit zu deuten.
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 141-145 
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 146-148 
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 149-151 
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 136-141 
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    Description / Table of Contents: The Mechanism of the Decomposition of Hydrogen-Peroxide on Metallic LeadThe potentials of the galvanic cells Pb/Pt and Pb/Ag in electrolytes containing 0,01-0,4 mols of H2O2 were plotted against time. The obtained results allow to draw conclusions on the mechanism of the catalytic decomposition of H2O2 on lead.The decomposition of H2O2 on metallic lead in 0,01-0,25 molar solutions of H2O2 at 20, 40 and 60°C temperature is characterized by a period of induction. The effect does not occur at higher concentrations of H2O2. If the specimen is preliminarily dipped into a 0,1 molar solution of H2O2 at 20°C temperature for 30 min. no period of induction occures. The decomposition under these conditions is a reaction of zero order.By the effect of H2O2 on freshly precipitated Pb(OH)2 a number of higher leadoxides are produced. Their general formula is PbOn where n is a number between 2 und 3.Experiments on the influence of the state of the surface on the corrosion of lead are discussed.
    Notes: Der Wasserstoffsuperoxyd-Zerfall auf metallischen Blei wurde elektrochemisch und kinetisch verfolgt, wobei die ständige Änderung der Bleioberfläche durch einige Kontaktsubstanzen, die der 0,01 bis 0,4 mol-H2O2-Lösung zugesetzt wurden, durch Potential-Zeit-Messungen, mittels einer Platin- und Silber-Hilfselektrode verfolgt wurde.Der Wasserstoffsuperoxyd-Zerfall auf metallischem Blei bei 20, 40 und 60°C in 0,01 bis 0,25 mol H2O2-Lösung ist durch eine Induktionsperiode gekennzeichnet, die jedoch bie höheren Konzentrationen vollständig verschwindet. Wird die Bleiprobe vor dem Eintauchen in die H2O2-Versuchslösung in einer 0,1 mol-H2O2-Lösung etwa 30 min bei 20°C behandelt, so verschwindet die Induktionsperiode. Die Zerfallreaktion läuft dann als Reaktion nullter Ordnung ab. Durch Einwirkung von H2O2 auf frisch vorbereitetes Pb(OH)2 entsteht eine Reihe höherer Bleioxyde der allgemeinen Formel PbOn, wo n Werte zwischen 2-3 darstellen kann.
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    Description / Table of Contents: Corrosion Inhibitors in Petroleum Refinery ServiceChemical Inhibitors play a role of increasing importance in the prevention of corrosion in refinery service. After a brief discussion of the theory underlying the effectiveness of corrosion inhibitors, the author reports considerations which must govern the choice of a particular additive for individual application. Progress in the field of anodic, cathodic, and organic inhibitors is reported. Among the former, chromates and nitrites are widely used, especially with waters of low oxygen content. The use of insufficient inhibitors is more harmful than no inhibitor at all, and minimum proper concentration must be carefully determined. Drawbacks of anodic inhibitors exist in hard waters and in the treatment of potable water. In such cases, the purpose is often better served by cathodic inhibitors (e. g. glassy phosphates and calcium bicarbonate). Organic inhibitors are relatively new and open up a vast and promising new field. Special interest attaches to the recent development of sodium benzoate and of organic amines in this service.
    Notes: Chemische Hemmstoffe (Inhibitoren) haben auf dem Gebiete der Korrosionsverhütung in der Erdölraffinerie steigende Bedeutung erlangt. Nach einer kurzen Erörterung der Theorie, die der Wirkung der Hemmstoffe zu Grunde liegt, berichtet der Verfasser über die Gesichtspunkte, die bei der Wahl eines Hemmstoffes im Einzelfalle zu berücksichtigen sind. Es werden die Fortschritte aufgezeigt, die auf dem Gebiete der anodischen kathodischen und organischen Hemmstoffe erzielt wurden. Als anodische Hemmstoffe kommen vorwiegend Chromate und Nitrite zur Anwendung, insbesondere bei Wasser von geringem Sauerstoffgehalt. Dabei ist zu beachten, daß die Anwendung von ungenügenden Mengen Hemmstoff schädlicher ist als überhaupt kein Hemmstoff, weshalb die anzuwendenden Mindestkonzentrationen sorgfältig zu ermitteln sind. Auch besitzen die anodischen Hemmstoffe Nachteile bei Behandlung von hartem Wasser und von Trinkwasser. In solchen Fällen sind kathodische Hemmstoffe, wie glasige Phosphate und Calciumbicarbonat, oft vorzuziehen. Organische Hemmstoffe sind verhältnismäßig neu und eröffnen ein vielseitiges und aussichtsreiches Anwendungsgebiet. Besonderes Interesse verdienen in dieser Hinsicht Natriumbenzoat und organische Amine.
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    Description / Table of Contents: The Influence of Periodic Ventilation on the Soil Corrossion of AluminiumThe Elements I : Platinium  -  damp soil  -  Aluminium and II: rough-surfaced Aluminium  -  damp soil  -  smooth-surfaced Aluminium demonstrate that Aluminium behaves either actively or passively in accordance with the degree of saturation of the soil by water. An increase in the water content of the soil causes an increase in the activity of the Aluminium in the Element I and in the activity of the smooth-surfaced Aluminium in Element II. The Aluminium suddenly becomes passive when the saturation point is reached.The ratio of the water to Air (Oxygen) in the soil determines the rate of corrosion for Aluminium in soil. Electrolytes (NaCl, KCl, MgCl2,) du not affect the type of corrosion. If the soil is in an atmosphere of Nitrogen, the Aluminium in the Element always remains passive.Periodic saturation of the soil with water was followed by corresponding periodic variation in the character of the corrosion.
    Notes: In den Elementen I: Pt/feuchter Boden/Al bzw. 11: A1 rauh/feuchter Boden/Al glatt zeigt Aluminium ein aktives bzw. passives Verhalten, und zwar in Abhängigkeit vom Sättigungsgrad des Bodens an Wasser. Mit zunehmendem Wassergehalt des Bodens wächst die Aktivität des Aluminiums im Element I bzw. die Aktivität des glatten Aluminiums im Element II. Bei Erreichung des Sättigungszustandes wird das Aluminium plötzlich passiv.Maßgebend für die Korrosionsgeschwindigkeit des Aluminiums im Boden ist das Verhältnis der Wasser zur Luft (Sauerstoff) im Roden, während Elektrolyte (NaCl. KCl, MgCl2) den Korrosionstyp nicht beeinflussen. Befindet sich der Boden in einer Stickstoffatmosphäre, so verhält sich das Aluminium in den untersuchten Elementen durchweg passiv.Zeitlich erfolgende periodische Sättigung des Bodens mit Wasser war von periodischen Schwankungen des Korrosionsverhaltens begleitet.
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 199-201 
    ISSN: 0947-5117
    Keywords: Chemistry ; Polymer and Materials Science
    Source: Wiley InterScience Backfile Collection 1832-2000
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 169-180 
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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 Deformability of Anodically Oxidised Pure AluminiumThe influence of the various coating methods on the deformability of anodically oxidised semifinished products and especially the tendency of the oxidelayers to crack under tensile and deepening wear were investigated and explained by means of numerous, partly new, methods of demonstration.Anodically produced oxide layers in combination with the Duffek-coloringmethod are a valuable aid to detect local only inaccurately calculable tensions and areas of tension in mechanically stressed parts of construction especially those made of light metal.
    Notes: Untersucht und geklärt wurde der Einfluß der verschiedenen Schichtbildungsverfahren auf die Umformbarkeit anodisch oxydierter Halbzeuge, insbesondere auf die Neigung der Oxydschicht zum Reißen unter zügiger und tiefender Beanspruchung, mit Hilfe zahlreicher, zum Teil neuer Nachweisverfahren. Anodisch erzeugte Oxydschichten stellen in Verbindung mit dem Duffek-Einfärbeverfahren ein wertvolles Hilfsmittel zum Nachweis örtlicher, der Rechnung nur unsicher zugänglicher Spannungen und Spannungsfelder in mechanisch beanspruchten Konstruktionsteilen, insbesondere solchen aus Leichtmetall, dar.
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 205-207 
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    Keywords: Chemistry ; Polymer and Materials Science
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 262-264 
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    Keywords: Chemistry ; Polymer and Materials Science
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 265-267 
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    Keywords: Chemistry ; Polymer and Materials Science
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 270-271 
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 268-269 
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 271-272 
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 273-274 
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 276-278 
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 278-280 
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 280-280 
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    Keywords: Chemistry ; Polymer and Materials Science
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 287-294 
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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 Effects of Moisture and Heat on the Pressure Elastic Behavior of Crude aud Oilimpregnated PressboardIn a greater series of investigations the effects of the various factors of their methods of production like compenents, surface structure, degree of fineness and calender pressure as well as the factors of their working up like moisture and heat on the pressure elastic behavior of commercial crude and oilimpregnated as well as of special-cellulose-products were researched.
    Notes: Im Rahmen einer größeren Untersuchung wurde der Einfluß der verschiedensten herstellungstechnischen Faktoren, wie Aufbaustoffe, Oberflächenbeschaffenheit, Mahlungsgrad und Kalanderdruck sowie der verschiedensten verarbeitungstechnischen Faktoren, wie Wärme und Feuchtigkeit auf das druckelastische Verhalten von rohen und ölimprägnierten handelsüblichen sowie Spezial-Cellulose-Produkten geklärt.
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 294-296 
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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: On the Passive and Active Behavior of Lead in SoilsThe conditions of the corrosion of lead in soils are derivated and mathematically formulated in dependence of the „water-air-contents-ration“. The loss of weight of active lead follows an exponential law while that of passive lead follows a linear law.Lead shows passive behavior in numerous soils. It turns active by means of HCO3-ions. The metal behaves passive in soils under carbon dioxide atmosphere.
    Notes: Die Bedingungen nach denen die Korrosion von Blei im Boden in Abhängigkeit von dem Verhältniswert „Wasser zu Bodenluft“ verläft, werden abgeleitet und mathematisch formuliert. Im aktiven Zustand verläuft der Gewichtsverlust nach einer Exponential-, im passiven Zustand nach einer linearen Funktion.Blei, zeigt in verschiedenen Böden ein passives Verhalten das durch HCO3-Ionen in ein aktives übergehen kann. In einem einer Kohlensäureatmosphäre ausgesetztem Boden verhält sich Blei passiv.
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 297-300 
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    Keywords: Chemistry ; Polymer and Materials Science
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 282-287 
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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: Acid-Resisting Steels in the Production of Wood-VinegarThe chemical wear of steel by the production of wood-vinegar is bigger than that by the production of vinegar of fermentation. It is caused by the content of homologous acids and empyreumatic substances.A steel alloyed with Cr 18%, Ni 10% and Mo 2% failed at places of biggest wear though generally used for this acetic acid. Improvement was attempted by steels of higher Cr and Ni contents. The best results were achieved by a steel alloyed with 27% of Cr, 4,5% of Ni and 1,5% of Mo which has been employed in the Swedish cellulose-industry. According to laboratory-experiments this steel is completely resistant over the whole range of concentration and temperature up to the boiling point. It consists of very little austenit and displays greater temper. Nevertheless it can be welded and worked up easily.
    Notes: Die chemische Beanspruchung in der Holzessigindustrie ist größer als die in der Gärungsfabrikation, was durch Gehalte an homologen Säuren und empyrheumatischen Stoffen bedingt ist.Ein Stahl mit 18% Cr, 10% Ni und 2% Mo, der im allgemeinen für diese Essigsäure Verwendung findet, versagte an den Stellen stärkster Beanspruchung in Holzessigsäure. Es wurde daher versucht, durch Erhöhung des Cr- und Ni-Gehaltes eine Verbesserung zu erzielen.Die besten Ergebnisse wurden mit einem bereits in der schwedischen Zellulosefabrikation verwendeten Stahl mit 27% Cr, 4,5% Ni und 1,5% Mo erreicht, der nach den Laboratoriumsversuchen im gesamten Konzentrations-Temperaturbereich bis zum Siedepunkt voll beständig ist.Dieser Stahl besteht nur zum geringen Teil aus Austenit und weist daher eine größere Härte auf. Trotzdem ist er gut verarbeitbar und läßt sich auch befriedigend schweißen.
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 301-303 
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 304-306 
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 307-308 
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 309-311 
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 312-312 
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 313-313 
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    Materials and Corrosion/Werkstoffe und Korrosion 6 (1955), S. 314-318 
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