Inhibition of catalyzed oxidation of carbon-carbon composites

Abstract: This invention relates to a composition and method of inhibiting catalyzed oxidation of carbon-carbon composites. The invention includes compositions, capable of impregnating carbon-carbon composites. The invention also includes a method of inhibiting catalyzed oxidation of carbon-carbon composites comprising the steps of treating a carbon-carbon composite with the catalyzed oxidation inhibiting aqueous mixture, and heating the treated carbon-carbon composite to a temperature sufficient to remove water. Articles, including friction brakes, made by this method are also part of this invention. Brake lugs, and other exposed areas of aircraft braking systems have improved resistance to catalyzed oxidation.

Description: This invention relates to a method and composition useful in inhibiting catalyzed oxidation of carbon-carbon composites. Background of the Invention Many aircraft utilize a stack of carbon composite discs in brakes that can absorb large amounts of kinetic energy required to stop the aircraft during landing or in the event of a rejected take-off. During some of the stops, the carbon is heated to sufficiently high temperatures that surfaces exposed to air will oxidize. Carbon composites with thermal and mechanical properties required for specific brake designs have been prepared. However, these composites have had residual open porosities (typically 5% to 10%) which permit internal oxidation. The internal oxidation weakens material in and around the brake rotor lugs or stator slots. These areas transmit the torque during braking. One simple, low-cost method of minimizing loss of strength and structural integrity is application of phosphoric acid to non-wear surfaces of brake discs, followed by baking to 650°C. This method inhibits normal oxidation of carbon sufficiently for many applications, including aircraft brakes. Similarly, carbon-carbon composites have been coated with barriers to prevent oxidation. The barriers include silicon based coatings, such as silicon carbide. The coatings however have cracks and porosity. These cracks and porosity are areas which may be subject to the above oxidation problems. Some commercial transport brakes have suffered crushing in the lugs or stator slots. The damage has been associated with visible surface oxidation and oxidation enlargement of cracks around fibers or in the carbon-carbon composite coating. The enlargement occurs at depths up to 0.5 inch beneath the exposed surfaces. Potassium or sodium has been identified in the severely oxidized regions. Alkali and alkaline earth elements are well known to catalyze carbon oxidation. Catalyzed oxidation is carbon oxidation that is accelerated by the presence of contaminating materials. These contaminating materials come into contact with the brake from cleaning and de-icing chemicals used on aircraft. Sodium can originate from salt deposits left from seawater or sea spray. These liquids, and other deicers or cleaners containing K or Na, can penetrate the porous carbon discs leaving catalytic deposits within the pores. When such contamination occurs, the rate of carbon loss by oxidation can be increased by one to two orders of magnitude. There is a need to provide protection against such catalyzed oxidation. McKee points out that phosphates can deactivate catalytic impurities in carbon by converting them to inactive, stable phosphates (D. W. McKee, Chemistry and Physics of Carbon 16 , P.l. Walker and P. A. Thrower eds., Marcel Dekker, 1981, p. 30.) Woodburn and Lynch (US-A-2,685,539) describe several ways of impregnating pores in carbon or graphite with aluminum phosphate. They specified compositions having a molar ratio of Al 2 O 3 :P 2 O 5 between 0.2:1 and 0.8:1. Application methods included brushing, spraying or soaking in solutions, including Al(H 2 PO 4 ) 3 dissolved in aqueous HCI. U. S. -A- 4,439,491, issued to Wilson, relates to carbon or graphite protected against oxidation by application of a solution comprising mono-ammonium phosphate, zinc orthophosphate, phosphoric acid, boric acid, cupric oxide, and wetting agent in water. U.S. -A- 4,837,073, issued to McAllister et al., relates to a barrier coating and penetrant providing oxidation protection for carbon-carbon materials. The method involves penetrating a barrier coating for carbon-carbon materials with an oxidation inhibitor. It is desirable to have a simple, effective method and composition to inhibit catalyzed oxidation of carbon. Summary of the Invention This invention relates to method of inhibiting catalyzed oxidation of carbon-carbon composites comprising the steps of treating a porous carbon-carbon composite with an aqueous compositions, capable of impregnating carbon-carbon composites, comprising (a) phosphoric acid, (b) (i) a metal phosphate or (ii) a combination of a zinc salt and an aluminum salt, and (c) a silicone surfactant and heating the treated carbon-carbon composite to a temperature sufficient to form deposits within the pores. The invention also relates to compositions and articles. Brief Description of the Drawings Fig. 1a is a microstructure cross-section of a carbon-carbon composite inhibited with the compositions of the present invention at a magnification of 500X; Fig. 1b is a portion of Fig. 1a at a magnification of 2000X; Fig. 2a is an energy dispersive X-ray spectrum of dark inclusions in the microstructure of Fig. 1a; and Fig. 2b is an energy dispersive X-ray spectrum of the light matrix in the microstructure of Fig. 1a. Description of the Preferred Embodiments As used in the specification and claims, the term "retention" refers to preventing the migration of the liquid impregnant from the pores of the carbon-carbon deposit to the surface thereof upon heating. This invention is particularly useful for aircraft brakes which operate at temperatures up to 700°C during normal service, or, where a barrier coating is applied, up to 900°C. It is in the lower temperature range, e.g. above 400°C to 600°C, where commercial aircraft brakes operate most of the time, that the effect of catalytic oxidation is most severe in allowing more rapid degradation of a carbon body's strength by oxidation internally from air diffusing into the pores. Application of this invention provides a means for significantly extending the service life of carbons by preventing catalyst-accelerated, internal oxidation. In order to protect carbon from rapid oxidation by catalysis from Na, K, or other metals in contaminating liquids encountered during service, metal phosphate deposits should be distributed uniformly throughout the pores (e.g. with not more than -1 mm separation between deposits) to a depth sufficient to cover the range affected by O 2 diffusing in from exposed surfaces (∼1 cm). The process described here has provided such deposits when the carbon is heated in service to the range 400°C to 850°C (but below ∼1040°C). Carbon-carbon composites are generally prepared from carbon preforms. Carbon preforms are made of carbon fibers, which may be formed from pre-oxidized acrylonitrile resin. In one embodiment, these fibers can be layered together to form a shape, such as a friction brake. The shape is heated and infiltrated with methane or another pyrolyzable carbon source to form the carbon-carbon composites. Carbon-carbon composites and methods of their manufacture are known to those in the art. In one embodiment, the carbon-carbon composite has a density from 1.6 to 1.9 g/cm 3 . A particularly useful carbon-carbon composite has a density of 1.75 g/cm 3 . The carbon-carbon composites are impregnated with an aqueous composition comprising (a) phosphoric acid, (b) (i) a metal phosphate or (ii) a combination of a zinc salt and an aluminum salt, and (c) a penetration and retention improving amount of a silicone surfactant. In another embodiment, the aqueous composition is free of hydrochloric acid. In another embodiment, the aqueous composition contains less than 0.5%, or less than 0.1% by weight boron. In another embodiment, the aqueous mixture is free of boron and metal borates. In another embodiment the aqueous composition contains less than 0.5%, or less than 0.1% by weight manganese. In another embodiment, the aqueous mixture is free of manganese. In another embodiment, the aqueous composition is free of hydrochloric acid. The aqueous compositions generally contain from 40% up to, 70%, or from 45% or 50% up to 65% by weight water. The phosphoric acid (a) is present in an amount from 50%, or 55%, or 60% up to 75% or to 70% by weight of combination of (a) and (b). The metal phosphate (b) is present in an amount from 25%, or 30%, up to 50%, or to 45%, or to 40% by weight of the combination of (a) and (b). The aqueous composition includes a metal phosphate. Illustrative examples of useful metal phosphates include manganese, zinc and aluminum phosphates. In one embodiment, the metal phosphate is aluminum phosphate, preferably mono-aluminum phosphate (Al(H 2 PO 4 ) 3 ). In the aqueous compositions, the molar ratio of aluminum to phosphorus is generally from 0.2 up to 0.8 (aluminum) to one (phosphorus). When the aqueous composition comprises (bii) the combination of a zinc salt and an aluminum salt, then phosphoric acid (a) is generally present in an amount from 5% up to 35%, or from 10% up to 30%, or from 12% up to 25% by weight of the aqueous composition. The ratio of the aluminum salt to the zinc salt is generally from 4 to 1, preferably, from 3 to 1, more preferably two parts of aluminum salt for each part of zinc salt. The zinc salt may be any zinc salt capable of forming zinc phosphate upon heating. Examples of zinc salts include zinc halides, such as zinc chloride, zinc nitrate, zinc phosphate and mixtures thereof. In one embodiment, the zinc salt is Zn 3 (PO 4 ) 2 .2H 2 O. The zinc salt may be present in an amount from 2% up to 20%, or from 5% up to 18%, or from 8% to 14% by weight of the aqueous composition. The aluminum salt may be any aluminum salt capable of forming aluminum phosphate upon heating. Examples of aluminum salts include aluminum halides, such as aluminum chloride, aluminum nitrate, aluminum phosphate, and mixtures thereof. In one embodiment, the aluminum salt is added as a soluble aluminum phosphate, preferably mono-aluminum phosphate (Al(H 2 PO 4 ) 3 ). The aluminum salt is generally present in an amount from 10% up to 50%, or from 15% up to 35%, or from 20% up to 30% by weight of the aqueous composition. The aqueous compositions of the present invention additionally contain a silicone surfactant as a compatible wetting agent. A compatible wetting agent is a material which does not separate from the aqueous composition before the aqueous composition is used. The wetting agent is present in an amount sufficient to improve the penetration and retention of the metal phosphate and phosphoric acid. The wetting agent is typically present in an amount from 0.3 % to 3%, or from 0.5 % up to 2%, or from 0.75% up to 1.5% by weight of the combination of the (a) and (b). In one embodiment, the wetting agent is present in an amount from 0.5% to 1 % by weight of the combination of (a) and (b). The wetting agent is generally present in the aqueous composition in an amount from 0.1% up to 2%, or from 0.3% up to 1% by weight of the aqueous composition. The silicone surfactants include polysiloxanes such as amino-functional, hydroxy-functional, acetoxy-functional, or alkoxy-functional polysiloxanes. Examples of silicone surfactants include polydimethylsiloxane, polydiethylsiloxane, polymethylethylsiloxane, polymethylphenylsiloxane, polydiphenylsiloxane, diphenylsilanediol, block copolymers of a polysiloxane and a polyoxyalkylene, etc. Commercially available silicone surfactants include Abil-B-8800 series of polysiloxane polyether compositions and Abil Wax dialkoxy dimethylpolysiloxanes, polysiloxane polyalkyl copolymers, and polysiloxane polyalkylene copolymers of Goldschmidt Chemical Company; Alkasil NE silicone polyalkoxylate block copolymers of Rhone Paulenc; Dow Corning® silicone glycol copolymers; Hartosaft S5793 amino functional silicone emulsion of Hart Products Co.; and BYK-346 polydimethylsiloxane of BYK Chemie. In one embodiment, the carbon-carbon composites have a barrier coating. In one embodiment, the thickness of the barrier coating is generally from 0.0127 to 0.127, or from 0.0254 to 0.0762, or from 0.0254 to 0.0508 mm (0.0005 to 0.005, or from 0.001 to 0.003, or from 0.001 to 0.002 inches). Here, as well as elsewhere in the specification and claims, the range and ratio limits may be combined. In one embodiment, the barrier coating has continuous porosity. The porosity is typically from 8% to 13% by volume. Examples of barrier coatings include silicon carbide, titanium carbide, boron carbide, silicon oxycarbide, etc. These coatings may be applied to the carbon-carbon composites by any means known to those in the art. In one embodiment, the barrier coating may be applied by chemical vapor deposition (CVD), painting, or spraying. In one embodiment, the carbon-carbon composites have a silicon carbide based coating prepared by CVD with subsequent heat treatment (or cooling after deposition) that results in microcracks through which an inhibitor solution can penetrate. In another embodiment, the barrier coating is applied as a commercial paint, such as ZYP Corp. grade SC, which is baked to 650°C or above, either before or after the pores of the carbon are penetrated by the inhibitor solution. In one embodiment, the wetting agent is applied to the porous carbon-carbon composite without a protective barrier coating. However, it is preferably omitted when the solution is applied to a cracked or porous barrier coating. In one embodiment, the invention relates to a composition consisting essentially of a phosphate oxidation inhibiting mixture, and a penetration and retention improving amount of silicone surfactants. The phosphate oxidation inhibiting mixtures are those which inhibit catalyzed oxidation of the carbon-carbon composites. These mixtures include metal phosphates and phosphoric acid as described above. The wetting agent also is described above. The invention also relates to a method of inhibiting catalyzed oxidation of carbon-carbon composites comprising the steps of treating a carbon-carbon composite with a catalyzed oxidation inhibiting amount of an aqueous mixture comprising a metal phosphate, phosphoric acid, and a compatible silicone surfactant wetting agent and heating the treated carbon-carbon composite to a temperature sufficient to remove water. In one embodiment, the aqueous mixture is applied to regions exposed to oxidation, such as brake stators and lugs. The mixture is prepared by blending the components of the mixture. In one embodiment, the components are mixed ultrasonically or by stirring. Typically the method occurs at atmospheric pressure. The aqueous mixture may be applied by any means known to those in the art, including painting, dipping, spraying, etc. The treated carbon-carbon composites are then heated to remove water. In one embodiment, the heating is done in an inert atmosphere, such as a nitrogen atmosphere. The treated carbon-carbon composites are generally heated to a temperature from 350°C, or 450°C or 550°C up to 900°C, or to 750°C, or to 650°C. In one embodiment, the treated carbon-carbon composites are heated to 600°C to 700°C. In one embodiment, the aqueous composition consists essentially of (a) phosphoric acid, (b) the combination of a zinc salt and an aluminum salt, and optionally, (c) the compatible wetting agent. The invention also relates to a method of inhibiting catalyzed oxidation of carbon-carbon composites comprising the steps of treating a carbon-carbon composite with one or more of the above described aqueous compositions and heating the treated carbon-carbon composite to a temperature sufficient to form deposits in the pores. In one embodiment, the deposit comprises a dispersion of aluminum phosphate in zinc phosphate-rich matrix. The treated carbon-carbon composites are generally heated to a temperature from 700°C to 1000°C, from 750°C to 900°C, or from 800°C up to 900°C. The heating step is usually accomplished in one to six hours. In one embodiment, the aqueous mixture is applied to non-wearing regions exposed to oxidation, such as the back faces of the end plates of a brake stack, the drive areas and inside diameter surfaces of the stators and lugs and outside diameter surfaces of the rotors in the brake stack. The mixture is prepared by first blending the phosphoric acid, zinc phosphate and monoaluminum phosphate components of the aqueous composition, heating gently to accomplish complete solution. In one embodiment, the wetting agent is then added and mixed ultrasonically or by stirring. Typically the method occurs at atmospheric pressure. The aqueous mixture may be applied by any means known to those in the art, including painting, dipping, spraying, etc. The carbon parts may be given a heat treatment or warmed prior to application of the solution to aid penetration of the solution. The treated carbon parts are then baked in a nonoxidizing atmosphere (e.g. N 2 ) in a manner which optimizes the retention of the oxidation inhibitors in the pores. Such retention is improved by heating a load of brake discs to 200°C and holding for 1 hour before heating to a temperature in the range 650°C to 840°C at a rate which provides temperature uniformity within the load. The maximum temperature is held for a time sufficient to obtain that temperature throughout the load. With reference to Fig. 1a and Fig. 1b, the aluminum phosphate and zinc phosphate typically form a two-phase deposit in the carbon after heating. Fig. 2a and 2b show the energy dispersive x-ray (EDX) spectra of dark and light portion, respectively, of the microstructures in Figs. 1a and 1b. An aluminum-rich phosphate (dark by secondary electron emission) is dispersed in a zinc-rich phosphate matrix (brighter secondary electron emission). Since aluminum phosphate has a higher melting point than zinc phosphate, this is evidence that solid particles exist within a fluid matrix at certain temperatures during the oxidation process, thus contributing an increased viscosity to inhibit coalescence of the particles that would degrade the dispersion at higher temperatures. Compositions containing this mixture of aluminum and zinc phosphates have superior ability to deactivate a potassium oxidation catalyst after heating to high temperatures. The following examples relate to the aqueous compositions and methods of the present invention. Unless otherwise indicated, throughout the specification and claims, parts are parts by weight, temperatures are degrees Celsius, and pressure is atmospheric pressure. Example 1 An aqueous mixture is prepared by mixing 60 parts of a 50% by weight of an aqueous mixture of mono-aluminum phosphate available from Stauffer Chemical, 20 parts of 85% by weight phosphoric acid aqueous solution, 20 parts of water, and 0.5 parts of polydimethylsiloxane (BYK 346). The aqueous mixture is stirred until the solution is clear. The mixture is painted onto a carbon-carbon composite so that pores near the painted surface are impregnated, and the carbon-carbon composite thus treated is heated to 650°C under nitrogen. Example 2 The procedure of Example 1 is followed except 1 part of polydimethylsiloxane (BYK 346) is used. Example 3 (Not according to the invention) An aqueous mixture is prepared by mixing 20 parts of 85% solution of phosphoric acid, 48 parts of a 50% solution of monoaluminum phosphate, 12 parts by weight of zinc phosphate dihydrate, and 20 parts water. The aqueous mixture is warmed to about 35°C while being stirred for 30 minutes. Example 4 An aqueous mixture is prepared as described in Example 3 wherein an alkoxylated linear alcohol (Polytergent SL-62) is used in place of the alkoxylated tetramethyl-decynediol and dispersed by ultrasonic agitation for 30 minutes. Example 5 An aqueous mixture is prepared as described in Example 3 except 1% by weight of a polydimethylsiloxane (BYK-346) is added to the mixture. Experimental Coupons are cut from brake material, manufactured by densification of a fiber preform by chemical vapor infiltration/deposition of carbon (CVI-C) with an intermediate heat treatment prior to final CVI-C. Typically, 8% to 13% of the volume consists of pores. The porosity is measured by displacement in a liquid, Isopar-M, under vacuum. In one embodiment, the carbon further subjected to a final heat treatment at about 2200°C which can improve the resistance to oxidation of the carbon. Oxidation tests are conducted by comparing weight loss in a lot of 8 to 20 coupons during isothermal exposures in flowing air at temperatures between about 480°C and 705°C. The times are shown below in Table 1. The time and temperature profiles simulate aircraft landings. The longer times (except for overnight holds) are broken into two or four increments to allow shifting of coupon locations to compensate for temperature gradients within the furnace. Coupons are placed on Al 2 O 3 tube supports and inserted into the preheated furnace. After removal, weights are subtracted from the as-inhibited weight, obtained after heating 5-6 minutes at 593 °C in air, and divided by the uninhibited dry carbon weight to compare carbon weight loss after successive "landings". Following an initial oxidation to simulate initial service, contamination is simulated by soaking specimens for about 5 minutes in a contaminating solution containing an oxidation catalyst. In some tests, seawater containing 10.8 mg/ml Na, 1.46 mg/ml Mg, 0.43 mg/ml K and 0.33 mg/ml Ca (all oxidation catalysts) is used. In some tests, coupons are soaked instead in a diluted solution of runway deicer representing contamination on a runway containing a mixture of deicer and melted snow or ice. The runway deicer (E36) contains about 51% potassium acetate and is manufactured by Cryotech Deicing Technology. Samples for testing are supplied by Chevron Chemical Company. After contamination, the coupons are first dried and then are heated for 5 minutes at 593 °C; the weight increase (∼0.1% of the carbon weight) is added to the previous weight from which later weights are subtracted to calculate percent carbon lost. Coupons are treated with the aqueous compositions and are exposed to oxidation as described above. As a test of the effectiveness of the preferred composition and processing method against oxidation catalyzed by potassium in runway deicer, coupons are painted with the aqueous compositions described above. The coupons are baked together in an oven heated to 649°C for two hours. They are then preoxidized in cycles equivalent to 600 landings, and are contaminated by soaking for 5 minutes in solutions with increasing amounts of runway deicer E36 added to deionized water. In these tests, the "landings" after contamination are simulated by oxidation in flowing air in a furnace which is cooled from a maximum temperature at the temperatures and for times shown in Table 1. COOLING PROFILES FOR "LANDINGS" SIMULATION OF CARBON OXIDATION Temp., °C Time, Minutes, For Cooling At A Uniform Rate In "Landings" From To 601- 1-600 801- 800 1001- 1000 1201- 1200 1401- 1400 1600 704 677 6 8 14 677 649 6 10 7 6 6 649 621 15 7 7 7 7 7 621 593 24 7 7 8 8 30 593 566 22 8 8 8 36 66 566 538 27 12 20 51 71 77 538 510 33 24 54 76 100 140 510 482 56 108 194 256 252 236 482 454 641 261 209 153 188 246 454 427 553 182 235 352 414 500 Other tests are representative of applications where the carbon brakes are exposed to a combination of higher temperatures and periodic exposure to oxidation catalysts in seawater or runway deicers. In such applications, a barrier coating is required to limit access of oxygen to the carbon at high temperatures, where the rate of carbon oxidation is high whether or not catalysts are present. The barrier coating may be applied by a baked SiC paint, SiC deposited by chemical vapor deposition, or a combination of these methods on different portions of the brake discs. Coupons are cut from brake material manufactured by densification of a fiber preform by chemical vapor infiltration/deposition of carbon (CVI-C). Some of the coupons are first preoxidized to increase surface porosity by soaking in 85% H 3 PO 4 and then baking to 843°C for 2 hours, thus removing catalytic impurities, and then oxidizing the coupons in air for either 2 or 4 hours in a furnace set at 621 °C. The purpose of such preoxidation is to open surface cracks and pores to improve adherence of the barrier coatings. Some of the coupons, with or without preoxidation, are painted with a commercial SiC paint manufactured by ZYP Coatings, Inc., Oak Ridge, Tennessee, and baked at 760°C. Others are coated by chemical vapor deposition of SiC at 927°C for 49 hours. The coupons are then soaked for 5 minutes in an aqueous inhibiting composition which does not contain a wetting agent and baked for 2 hours at either 760°C or 843°C. The purpose of omitting the wetting agent in this case is to permit the inhibiting composition to concentrate in the pores and cracks of the surface coating during the bake. Oxidation tests are conducted by comparing weight loss in coupons during isothermal exposures to flowing air. The times and temperatures of the tests are shown in Table 2. The time and temperature profiles simulate a sequence of aircraft landings which absorb different amounts of kinetic energy, and are based on measurements of thermocouples inside the rotors and stators of brakes during dynamometer tests in which these different levels of kinetic energy are absorbed. Service Landing 1) 593°C to 566°C in 1 minute 2) 566°C to 496°C in 12.5 minutes 3) 496°C to 427°C in 5 minutes Normal Landing 1) 871°C to 760°C in 30 seconds 2) 760°C to 643°C in 4 minutes 3) 704°C to 593°C in 5 minutes 4) 677°C to 566°C in 4 minutes 5) 566°C to 427°C in 10 minutes Lightweight Landing 1) 496°C to 427°C in 5 minutes The treated coupons are exposed to specific combinations of the above "landings" together with exposure to seawater. The treated coupons are initially soaked in Pacific Ocean water for three hours at room temperature and then dried at 320°C to obtain the weight of sea salt added. The testing occurs in sequences of successive cooling cycles based on multiples of the above type landing temperature and time profiles. In the sequences S stands for service landing, N stands for normal landings, and L stands for lightweight landings. Below W stands for a fifteen minute soak in sea water. 12 W represents a three hour soak in sea water. Sequence A-C; 12W + 51S + 5N + W + 101S + 60L + W + 10N + W + 100S + 40L + W + 10N. Sequence G: Sequence A-C + 50S + 10N + 12W + 101S + 60L + 5N + 40S + 11N + W + 50S + 40L + 5N. In another example, coupons are cut from brake material. The coupons are painted with the aqueous composition of Example 2 and baked at either 648.9°C (1200°F) or 621.1°C (1150°F) for three hours. The amount of material added to the brake is given below. Carbon loss is measured after treatment of the coated coupons with potassium acetate (5% solution in water) and drying for 45 minutes, followed by exposure for three hours at 593.3°C (1100°F) in air. The following table contains data for the average of additional material added to the coupons with coating and the average carbon loss. Average Addition Ave. %C Loss After KAc +3h 621.1°C (1100°F) On Surface C-C Inhibitor wt % mg/cm 2 %P % A 1 A Example 2, 648.9°C (1200°F) 0.6 2.8 0.9 2.6 0.5 B Example 2, 621.1°C (1150°F bake) 0.8 3.9 0.4 3.1 1.1 The weight of addition from the aqueous composition, per unit area of surface applied, should be such that the inhibitor deposits in a sufficient depth that catalyzed oxidation near the surface is reduced and/or eliminated. The depth of penetration should be at least about 3 mm, preferably at least about 4 mm on the painted areas of a brake disk. In one embodiment, the penetration is less than about 8 mm, or less than 7 mm, or less than about 6 mm. When penetration is too deep, the deposited material from the aqueous composition affects the friction coefficient of the wearing surfaces. Depending on the density of the material, the weight of liquid applied per unit area painted can be controlled during production to provide the proper degree of protection. Typically, from 2 to 10, or from 4 to 8 mg/cm 2 of aqueous composition is applied. For example, seven sectors from an F-16 pressure plate are cut radially through the slots with 45.6±0.6 cm 2 flat area on the back and 14.1±0.1 cm 2 edge area at the outer diameter and inner diameter. A weighed amount of liquid is added to the top face and is painted over that and the inner diameter + outer diameter edges, avoiding the radial cuts. Net wet weight addition after painting is 73±10% of the weight of the aqueous composition added. The sectors are supported on the unpainted back and are baked to 800°C for 2 hours. Three sectors are painted with the product of Example 4 (not according to the invention), and three sectors are painted with the product of Example 5. The seventh sector is painted with the product of Example 2. The sectors with >4 mg/cm 2 have significant deposits on the surface after bake, indicating that the pores open to penetration, 7.8% of the volume in adjacent samples, have been filled. These sectors are each cut in half radially, and a half is oxidized for 4 hours at ~650°C following a painting with a catalyst solution containing 5% KC 2 H 3 O 2 in H 2 O. The sectors with less than 4 mg/cm 2 application have less penetration, and those with more have visible surface deposits after bake, 9 ± 1 mg/cm 2 after painting, or 4 mg/cm 2 after bake, is recommended as the amount to be applied to this brake carbon. Effect of weight of addition on penetration into a carbon brake disk Added mg/cm 2 Inhibition Depth, mm Sector & Inhibitor Wet Baked Back Face Outer diameter or Inner diameter A: Ex. 6 6.7 3.1 1-7 2-3 B: " " 9.4 4.2 4-7 4-7 C: " " 11.6 5.4 4-7 3-7 D: Ex. 9 7.0 3.2 2-6 1-4 E: " " 10.4 4.7 5-7 3-7 F: " " 12.7 5.7 3-7 5-8 K: Ex. 2 9.9 2.8 4-7 5-9

Claims: A method of inhibiting catalyzed oxidation of carbon-carbon composites comprising the steps of treating a porous carbon-carbon composite with an aqueous composition comprising (a) phosphoric acid, (b) (i) a metal phosphate or (ii) a combination of a zinc salt and an aluminum salt, and (c) a silicone surfactant and heating the treated carbon-carbon composite to a temperature sufficient to form a deposit within the pores. The method of claim 1 wherein the treated carbon-carbon composite is heated to a temperature from 640°C up to 900°C. The method of claim 1 wherein the deposit comprises a dispersion of aluminum phosphate in zinc phosphate. The method of claim 1 wherein the zinc salt is selected from the group consisting of a zinc halide, a zinc nitrate, a zinc phosphate, and a mixture thereof, and wherein the aluminum salt is selected from the group consisting of an aluminum halide, an aluminum nitrate, an aluminum phosphate, and a mixture thereof. The method of claim 1 wherein the aluminum salt is mono-aluminum phosphate and the zinc salt is zinc phosphate. The method of claim 1 wherein (c) is a polysiloxane. The method of claim 1 wherein the areas of a carbon-carbon composite exposed to oxidation are covered with a barrier coating. The method of claim 1 wherein the barrier coating is a silicon carbide coating. The method of claim 8 wherein the barrier coating is applied by chemical vapor deposition of a coating which forms microcracks upon cooling. The method of claim 8 wherein the surface is preoxidized to increase the coating adherence by treating with phosphoric acid and baking to remove catalytic impurities and then oxidizing at 620°C for 2 to 4 hours. The method of claim 1 comprising (b) a combination of a zinc salt and an aluminum salt. An aqueous composition capable of impregnating carbon-carbon composites comprising (a) phosphoric acid, (b) (i) a metal phosphate or (ii) a combination of a zinc salt and an aluminum salt, and (c) a silicone surfactant. The composition of claim 12 wherein the zinc salt is selected from the group consisting of a zinc halide, a zinc nitrate, a zinc phosphate, and a mixture thereof, and wherein the aluminum salt is selected from the group consisting of an aluminum halide, an aluminum nitrate, an aluminum phosphate, and a mixture thereof. An article obtainable by the method of any one of claims 1 to 11. The article of claim 14, wherein the article is a friction disc.

Inventors: STOVER EDWARD ROY, STOVER, EDWARD ROY
Applicants: GOODRICH CORP, GOODRICH CORPORATION
Application year: 1996
Main classification: C04B41
IPC codes: C04B41, F16D69