Carbon Training

Maintenance Training, Spring 2011
3/4/2011
Proprietary Information
C b B
Carbon Brakes
k
Toby Hutton
Research & Technology

Friction Materials
The information contained in this document is the property of Meggitt Aircraft Braking Systems and is confidential and/or
copyright material. This information and this document may not be used without the express authorization of Meggitt Aircraft
Braking Systems. Any unauthorized use or disclosure may be unlawful.
Outline Basal Plane
B i off C
Basics Carbon
b C Composites
it
⎯ Why a composite?
⎯ What’s special about carbon?
⎯ How are carbon discs made? Interlayer Spacing
⎯ What are 2D and 3D carbons?

Oxidation
⎯ What
Wh t iis th
thermall oxidation
id ti
⎯ What is catalytic oxidation
⎯ Why are Runway Deicers (RDF’s) Important?
⎯ How is the carbon protected?
Wear
⎯ Why use carbon brakes instead of steel?
⎯ Why does carbon wear more when cold?
3/4/2011
Basics of Carbon Composites (1)

Composites
⎯ They are made from two or more distinct materials that when combined
produce a bulk material that emphasizes the properties of the fibre.
Carbon Composites Steel Reinforced Concrete

⎯ Carbon Fiber ⎯ Steel Rods
⎯ Carbon Matrix ⎯ Concrete
3/4/2011
Basics of Carbon Composites (2)

Carbon Fibres
⎯ Carbon fibres are very stiff for their weight (because the internal structure is highly aligned)
⎯ Carbon fibres are very
y strong
g for their weight
g ((because the have a small diameter))
⎯ Carbon can absorb a great deal of heat per unit mass (high specific heat capacity)
⎯ Carbon does not melt
⎯ Carbon has good frictional characteristics (because of its layered structure)
Carbon Matrix
⎯ The matrix has many of the properties listed above (but generally to a lesser extent)
⎯ The Matrix provides a system of load transfer which allows the properties of the fibre to be
realised
realised.
Carbon-Carbon Composite (often referred to as just “Carbon”)
⎯ When Carbon fibre and carbon matrix are combined the carbon/fibre interface results in a
tough composite
3/4/2011
Carbon - Carbon Composite
Carbon Matrix
(~concrete)
Porosity
(air pockets)
(a po )
Carbon Fiber 100μm
(~steel Reinforcement)
3/4/2011
Carbon Microstructure
MABS-US 6000 series MABS 7000 series/MABS-UK Carbons
Pitch Fiber CVI deposit PAN Fiber

Resin Char
3/4/2011
Why use carbon brakes instead of steel?
Lower density – 4.3 times lower than steel

⎯ carry more fuel, more passengers, more cargo
Higher thermal capacity – 2.5 times higher than steel

⎯ Carbon won’t melt after an RTO
Longer life through lower wear

⎯ 50% more life in same brake envelope
3/4/2011
How are carbon discs made?
There
eea are
e 3 bas
basic
c fibres
b es a
and
d 3 bas
basic
c matrices
a ces
Some are more common than others; one is very common
(PAN/CVI)
Fibre Type: Pitch PAN Rayon

ABSC6000 series
DMS669 NuCarb® MAXCARB®
Honeywell 2000 series
C4000 SEPCARB ® Goodrich Carbon
Hit carbon
Hitco b
Matrix Type: Resin CVI Pitch
Rayon fibres and pitch matrices are not common

Most new programmes are fitted with PAN/CVI carbon
3/4/2011
Types of Carbon Fibres

Three common types of carbon fiber – named by the precursor
⎯ Rayon:
− Early carbon fibers were made from rayon. Not used now because of
poor mechanical properties
⎯ Pitch: MABS-US 6000 series

− Higher fiber density (1.9 – 2.1 g/cc)
− lower tensile strength (160-250 ksi @ 2350°C)
− 30-50% fiber volume required for brakes
− Uses resin during the molding process
⎯ PAN: MABS-US 7000 series NuCarb®/ MABS-UK DMS669/MAXCARB®

− Lower fiber density (1
(1.8
8 – 1.9
1 9 g/cc)
− Higher tensile strength (310- 370 ksi @ 2350°C)
− 20-40% fiber volume required for brakes
− Uses needlingg technology
gy to create p
preforms
3/4/2011
2D carbons and 3D carbons
The “D” in 2D and 3D stands for Direction not Dimension

2D carbons have carbon fibre which run in the x and y directions
but not in the z direction
3D carbons contain fibres which run in the x,y and z directions
In general terms:
⎯ 2D carbons are dense and hard wearing
⎯ 3D carbons are strong
g and have g
good p
performance
Examples of 2D carbons
⎯ DMS669, MAXCARB, ABSC6000
Examples
E l off 3D carbons
b
⎯ NuCarb, SEPCARB, Carbinex 4000
3/4/2011
Processing Sequence: MABS-US 6000 series
3/4/2011
(NuCarb®) – MABS-US 7000 series
3/4/2011
Carbon disc manufacture at MABS-UK

Purchase Oxidised Polyacrylonitrile (OPAN) in two
forms:
Tops – Chopped and Crimped
Tow - Continuous
3/4/2011
Carbon disc manufacture

CARBONISED CLOTH MANUFACTURE
Process through Card Machine and Needle Press to produce “Dunlop Aligned
Mat” – basically a cloth.
Carbonise through furnace at approx 1000 degrees C.
3/4/2011
DISC ASSEMBLY
Carbonised cloth cut to suit application – annular or segmental.
Cloth laid up as a disc to precise weight as dictated by project / disc.
Each disc given a unique serial number.
Like discs are then compressed on the jig press to a known thickness to form a jig.
3/4/2011
CHEMICAL VAPOUR DEPOSITION FURNACE (CVD) LOADING
Furnace loaded as per load plan created by the Advanced Materials Laboratory.
Each disc will be located in a predetermined position in a furnace.
Th lower
The l ttwo thirds
thi d off the
th furnace
f i filled
is fill d with
ith Jigs,
Ji th
the ttop thi d iis fill
third d with
filled ith
discs that have been processed once and have now had the jig plates removed.
3/4/2011
CHEMICAL VAPOUR DEPOSITION FURNACE (CVD) RUNNING
Create vacuum within the furnace.
Heated through the use of induction heating.
Heat to over 1000 degrees C.
When at temperature we introduce natural gas.
This process runs for approx 5 weeks – lid on to lid
off.
off
3/4/2011
CHEMICAL VAPOUR DEPOSITION FURNACE (CVD) RUNNING
Furnace parameters such as gas flows, temperature, vacuum, etc. all monitored
and adjusted from the Control Room (24/7, 365 days pa).
Dedicated control system in place to monitor and control each furnace.
All data stored, thus allowing detailed analysis during and following furnace run.
3/4/2011
C b di
f
DISC MACHINING,, PAINT &
ASSEMBLY
Carbon discs are machined on a
mixture of conventional and CNC
machines.
80% of discs produced are
machined on CNC machines
machines.
Multiple turning, milling, drilling
and grinding operations combined
machine
on one machine.
Typically run time reduced from
approx 60 mins. to around 14
mins.
i
Discs finally painted, clipped and
riveted.
3/4/2011
Oxidation Protection - Fundamentals
Chemical Reaction
⎯ C (solid) + O2 (in air) ==> CO (gas) + CO2 (gas)
Oxidation Loss of Solid Mass Loss of strength
Carbon oxidation is significant above 530 °C (>1000°F )
3/4/2011
What is carbon oxidation?

Chemical reaction between carbon and oxygen, resulting in
weight loss due the gasification of the carbon-carbon composite
Occurs with all carbon materials
materials. Does not ‘start’
start at a particular
temperature, but becomes increasingly prominent above 450ºC
Carbon oxidation can be a problem for aircraft brakes due to the
reduction in composite strength it causes
5% weight loss typically gives a 25% reduction in strength
Carbon oxidation can occur either due to heat (thermal oxidation)
or due
d tto a combination
bi ti off hheatt andd catalytic
t l ti contamination
t i ti
(catalytic oxidation)
The effects of these are similar, although catalytic oxidation is
usually
ll more llocalised
li d than
h thermal
h l oxidation
id i
3/4/2011
Thermal oxidation of carbon

Temperature Time to reach
Rapid exponential increase 5% weight
in oxidation rate with loss
increasing temperature
The table shows time to 25ºC 7.5 billion
reach 5 % weight loss for billion years
unprotected DMS 669 in air
400ºC 3 years
500ºC 14 days
600ºC
600 C 12 hours
700ºC 49 minutes
3/4/2011
Catalytic oxidation
Catalytic oxidation occurs when the carbon is contaminated with
a catalyst, which speeds up the chemical reaction between
carbon and oxygen
Cleaning agents and de-icers (aircraft or runway) contain sodium
or potassium ions, which catalyse carbon oxidation
Contamination therefore speeds up oxidation
Contamination does not ‘dissolve’ carbon, nor is contamination
necessary to cause oxidation
Contamination and oxidation are not the same thing
3/4/2011
Catalytic oxidation of carbon

Heat is still required for Temperature Time to reach
catalytic oxidation, but the 5% weight
oxidation
id ti rate t is
i faster
f t thanth loss
for unprotected carbon at a
given temperature 25ºC 3.6 million
Th table
The t bl shows
h time
ti tto billion years
reach 5 % weight loss for
contaminated DMS 669 in 400ºC 33 days
i
air
500ºC 15 hours
600 C
600ºC 45 minutes
700ºC 4 minutes
3/4/2011
Effect of catalyst on oxidation rate

Untreated carbon Contaminated carbon
2
Contaminated carbon
Weightt loss rate (% min )
-1
1.5
0.5
Un-contaminated carbon
0
550 600 650 700 750
Temperature (ºC)
3/4/2011
Time-Temp Relationship:
Weight Loss is a Function of Time and Temperature
14
12 1500 F
1300 F
10 1200 F
ght Loss
8
% Weig
0
0 5 10 15 20
Time (hours)
Big brakes (>20” wheels) stay hotter much longer due to the
unfavourable volume:surface area ratio of big brakes
3/4/2011
Summary of factors affecting oxidation

Factors increasing oxidation Factors decreasing oxidation
Higher temperature, Hi h Purity

High P it - NoN
oxidation becomes contamination
prominent above 450ºC
p High
g Density y - Low p
porosity
y
Longer time at temperature High Heat Treatment Temp
Access of oxygen/air - Lowers carbon reactivity
Contamination Hi h Th
High Thermall conductivity
d ti it -
Good heat dissipation
Antioxidant ((AO)) protection
p
treatments - combats the
effects of thermal and
catalytic oxidation
3/4/2011 Cooling Fans
Oxidation protection systems

MABS Two Coat System – Applied to Non Rub Areas
⎯ Primer Coating (up to 600°C)
− Li
Liquid
id penetrant
t t solution
l ti – bonds
b d tto carbon
b molecular
l l structure
t t
− Inhibits the carbon Oxygen reaction and is active at reducing catalytic
activity
⎯ Barrier Coating (up to 1000°C)

− Extends oxidation resistance to higher temperatures than the primer alone.
− Shields the discs from absorption of contaminants (catalysts).
− Works by preventing ingress of oxygen/contaminants into the disc
Competitor’s Single Coat

⎯ Other brake manufacturers use a single coat system to protect carbon against
oxidation
3/4/2011
Aircraft deicers
Aircraft Deicers contain ethylene or propylene glycol with some
additives which could cause some catalytic oxidation of carbon.
The glycols have a small oxidation effect on unprotected carbon.
The primer is sufficient to protect the carbon against the additives

additives.
Care should be taken to protect carbon rubbing surfaces during

deicing
deicing.
⎯ Review SAE AIR4762 for suggested operating procedures when a frozen
brake situation is possible
3/4/2011
Runway Deicers Contain Catalysts

Detrimental to Carbon
Composition Chemical Trade Name Manufacturer
Potassium Acetate Cryotech E36 Cryotech
Safeway KA Clariant
Cl
Clearway 1 K i ChemSolutions
Kemira Ch S l i bv
b
Clearway 3 Kemira ChemSolutions bv
Safegrip std Brotherton
Safegrip Plus Brotherton
RD-1435
RD 1435 Octagon
Potassium Formate Aviform L50 Addcon Nordic
Safeway KF Clariant
Clearway F1/Meltium Kemira ChemSolutions bv
Safegrip FR Brotherton
Sodium Acetate Safeway SD Clariant
Clearway 6s Kemira ChemSolutions bv
Cryotech NAAC Cryotech
Sodium Formate Safewayy SF Clariant
AVIForm S-solid Addcon Nordic
Clearway SF3 Kemira ChemSolutions bv
Calcium Magnesium Cryotech CMA Cryotech
Acetate
3/4/2011
Thermal oxidation
Thermal oxidation tends to affect the whole disc evenly at OD or
ID or both
Mild th
thermall oxidation
id ti produces
d an ““etched”
t h d” llook
k tto th b
the carbon
fabric layers. If more severe it can attack the wear surface
Oxidised Oxidised
wear face fabric layers
3/4/2011
Strength loss through oxidation

5% weight loss results in 23% reduction in compressive strength
for carbon Average maximum stress vs. average % weight loss
90 0
90.0
80.0
ximum Compression Strress (MPa)
70.0
2
R = 0.8274
60 0
60.0
50.0
40.0
Average Max
30.0
20.0
10.0
0.0
0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0
Average % weight loss
Nearly all the mass comes from the Fibre/Matrix interface which
reduces load transfer and allows easier fibre p
pull out
3/4/2011
Catalytic Oxidation cased by Aircraft and

R
Runway d i
de-icer fl id
fluids
Catalytic oxidation tends to be more localised and more intense
than thermal oxidation
This effect can be

caused dbby pooling
li
of RDF on the top
of the torque tube
3/4/2011
Catalytic oxidation caused by Aircraft and

R
Runway d i
de-icer fl id
fluids
The stator ID’s are particularly vulnerable to catalytic oxidation
O or more stages
One t off the
th brake
b k can beb llostt if nott spotted
tt d early
l
Fluid and Brake manufacturers liaise through SAE committees to
address these concerns
3/4/2011
Visual Inspection for Oxidation Acceptable Conditions
3/4/2011
Unacceptable Oxidation Conditions
3/4/2011
SAE committees - de-icing/carbon oxidation
SAE A5 A
⎯ Wheels, brake, and antiskid
⎯ This committee has recently established an agreed test procedure to assess
how aggressive new de-icer formulations are to carbon
SAE G12 F
⎯ Carbon brake oxidation working
gggroup
p
⎯ Chaired jointly by Airbus and Boeing, this committee has bought together the
wider community of fluid manufacturers, airport operators, brake
manufacturers and airframers
3/4/2011
Carbon wear
Carbon wear
ear is counter-intuitive
co nter int iti e
⎯ Carbon wear rates are highest during taxi out operations
⎯ The effect is temperature related (rather than torque, rubbing speed or decel related)
b b
All carbon k exhibit
brakes hibit low
l t under
wear rates d landing
l di conditions
diti
⎯ All carbon brake likes to operate at bulk temperatures of greater than 150ºC but
below 500ºC
⎯ Many Carbon brake varieties will exhibit similar wear in this temperature window
⎯ Below 150ºC abrasive wear and retention of the wear film are a problem
⎯ Above 500ºC oxidation can become a problem
The art of designing carbon to have low wear is to
to…..
⎯ Learn how to control and retain the wear film at temperatures closer to ambient
Additional benefits can be gained from….
⎯ Thoughtful use of the brakes by pilots
⎯ This includes as few cold taxi snubs/stops as possible
⎯ Firm stopping (no riding)
3/4/2011
Questions?
3/4/2011
The information
Th i f ti contained
t i d in i this
thi document
d t is
i ththe property
t off M
Meggitt
itt Ai
Aircraft
ft B
Braking
ki S Systems
t
and is confidential and/or copyright material. This information and this document may not be
used or disclosed without the express authorization of Meggitt Aircraft Braking Systems Any
unauthorized use or disclosure may y be unlawful. The information contained in this document
may be subject to the provisions of the Export Administration Act of 1979 (50 USC 2401-2420),
the Export Administration Regulations promulgated thereunder (15 CFR 730-744), and the
International Traffic in Arms Regulations (22 CFR 120-130). The recipient acknowledges that
th
these statutes
t t t and d regulations
l ti impose
i restrictions
t i ti on import,
i t export,
t re-exportt and d transfer
t f tot
third countries of certain categories of data, technical services and information, and that
licenses from the US Department of State and/or the US Department of Commerce may be
q
required before such data,, technical services and information can be disclosed. By y accepting
p g
this document, the recipient agrees to comply with all applicable governmental regulations as
they relate to the import, export and re-export of information.
3/4/2011
3/4/2011

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Maintenance Training, Spring 2011

Research & Technology

Outline Basal Plane

⎯ What are 2D and 3D carbons?

Basics of Carbon Composites (1)

Carbon Composites Steel Reinforced Concrete

Basics of Carbon Composites (2)

Carbon - Carbon Composite

Pitch Fiber CVI deposit PAN Fiber

Why use carbon brakes instead of steel?

Lower density – 4.3 times lower than steel

Higher thermal capacity – 2.5 times higher than steel

Longer life through lower wear

How are carbon discs made?

Fibre Type: Pitch PAN Rayon

Matrix Type: Resin CVI Pitch

Rayon fibres and pitch matrices are not common

Types of Carbon Fibres

⎯ Pitch: MABS-US 6000 series

⎯ PAN: MABS-US 7000 series NuCarb®/ MABS-UK DMS669/MAXCARB®

2D carbons and 3D carbons

The “D” in 2D and 3D stands for Direction not Dimension

Processing Sequence: MABS-US 6000 series

(NuCarb®) – MABS-US 7000 series

Carbon disc manufacture at MABS-UK

Tops – Chopped and Crimped

Carbon disc manufacture

Oxidation Protection - Fundamentals

Oxidation Loss of Solid Mass Loss of strength

Carbon oxidation is significant above 530 °C (>1000°F )

What is carbon oxidation?

Thermal oxidation of carbon

Catalytic oxidation of carbon

Effect of catalyst on oxidation rate

Summary of factors affecting oxidation

Higher temperature, Hi h Purity

Oxidation protection systems

⎯ Barrier Coating (up to 1000°C)

Competitor’s Single Coat

The glycols have a small oxidation effect on unprotected carbon.

The primer is sufficient to protect the carbon against the additives

Care should be taken to protect carbon rubbing surfaces during

Runway Deicers Contain Catalysts

Strength loss through oxidation

Catalytic Oxidation cased by Aircraft and

This effect can be

Catalytic oxidation caused by Aircraft and

Visual Inspection for Oxidation Acceptable Conditions

Unacceptable Oxidation Conditions

SAE committees - de-icing/carbon oxidation

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