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A brief overview of current and planned applications of graphite/polyimide composites is presented. A short discussion of technical problems delaying the application of graphite polyimide composites in aerospace structures and near-term solutions to these problems are also included.
The development of titanium matrix composites for elevated temperature applications was investigated. General solutions for treating diffusion in multiphase multicomponent systems were studied. Graphite polyimide composites were characterized with respect to mechanical property degradation by moisture.
A NASA-funded program is described which aims to develop a resin system for use in the construction of lavatory wall panels, sidewall panels, and ceiling panels possessing flammability, smoke and gas emission, and toxicity (FS&T) characteristics superior to the existing epoxy resin. Candidate resins studied were phenolic, polyimide, and bismaleimide. Based on the results of a series of FS&T as well as mechanical and aesthetic property tests, a phenolic resin was chosen as the superior material. Material and process specifications covering the phenolic resin based materials were prepared and a method of rating sandwich panel performance was developed.
A rapid and inexpensive method of obtaining processing-related data on powdered thermosetting resins has been investigated. The method involved viscosity measurements obtained with a small specimen (less than 100 mg) parallel plate plastometer. A data acquisition and reduction system was developed which provided a value of viscosity and strain rate about 12-13 second intervals during a test. The effects of specimen compaction pressure and reduction of adhesion between specimen and parallel plates were examined. The plastometer was used to measure some processing-related viscosity changes of an addition polyimide resin, including changes caused by pre-test heat treatment, test temperature, and strain rate.
The thermochemical and flammability characteristics of laminating resins and composites currently in use and others being considered for use as aircraft interior panels are described. The properties studied included: (1) limiting oxygen index of the composite constituents; (2) fire containment capability of the composite; (3) smoke evolution from the composite; (4) thermogravimetric analysis; (5) composition of the volatile products of thermal degradation; and (6) relative toxicity of the volatile products of pyrolysis. The performance of high-temperature laminating resins such as modified phenolics, polyimides and bismaleimides is compared with the performance of epoxies. The relationship of increased fire safety with the use of polymers with high anaerobic char yield is shown. Processing parameters of the state-of-the-art epoxy resin and the advanced resin composites are detailed.
The paper deals with applying composites to the cold- and hot-section components of aircraft turbine engines and analyzing composite structures. The primary experience to date has been with graphite-epoxy materials. The emerging new composites based on fabricable polyimides will find application in components that can operate at temperatures higher than the 350 F allowed by the epoxies. Further major benefits would result if the fiber-reinforced polymer composites could be used for key rotating components, such as the fans of large high-bypass-ratio engines. For the very critical hot turbine components, fiber-reinforced superalloys for turbine blades are considered.
Graphite, glass, and resin composite is very strong, stiff, and thermally stable. As mounting material for antennas, mirrors and lenses, composite minimizes structural distortion and misalignment. Rods of substance are made by pulling preimpregnated ribbon of glass and graphite through die. When materials are combined in proper proportion, graphite contracts, and glass and resin expand as temperature increases. Matrix for fiber may be polysulfane, epoxy, polyimide, or othe resin.
Need for lightweight flame-resistant, nonsmoking materials in interiors of spacecraft has spawned family of foams that could find applications in aircraft and other vehicles. Polyimide-based foams are being developed as resilient fillers for seat cushions, as rigid, low-density wall panels, as high-strength sheets for floors, and as thermal and acoustical insulation.
Modified polyimide-polymer resins are precursors for new family of resilient fire-resistant foams. Terpolyimide foams containing long-chain aliphatic diamines withstand 50,000 cycles of compression over a 200 pound load - an equivalent of 3 years of continuous use as seat cushion filler.
Process that combines microwave foaming and curing of polyimide precursors in single step produces fire-resistant foam slabs of much larger volume than has previously been possible. By adding selected conductive fillers to powder precursors and by using high-power microwave oven, foam slabs with dimensions in excess of 61 by 61 by 7.6 cm are made. Typical foaming and curing and curing time is 35 minutes in microwave oven with additional 1 to 2 hour postcure in conventional oven.
Previous techniques for fabricating rigid fire-resistant polyimide foams by compressing already-foamed precursor have been supplanted by one-step constrained-rise process. Precursor mixed with reinforcing fillers is placed between rigid substrates that constrain expansion of foam as it is heated by microwave energy. Process works for both liquid and powder precursors and can also be adapted to attach woven fiberglass skins at same time prcursor is being foamed.
Sandwich construction for terminal boards reduces fabrication time and produces thinner boards with better insulation consistency, better apperance, and less weight. New method also permits closer spacing of terminal posts. Method starts with thin (0.031 inch) sheet of polyimide and consists of drilling, inserting terminal posts, upsetting ends, and then bonding second sheet to upset side as continuous insulation member. Resulting sandwich is lighter and much cheaper than single board.
Gearset fabricated from molybdenum sulfide filled polyimide allows attention-free operation in vacuum and at extreme temperatures. Ring gear drives pinion gear on shaft in skewed-axis arrangement. Because loads are shared among multiple meshing teeth, self-lubricating material is strong enough to accomodate high gear ratio.
A variety of matrix fillers were tested for their ability to prevent loss of fiber from graphite fiber/PMR polyimide and graphite fiber/epoxy composites in a fire. The fillers tested included powders of boron, boron carbide lime glass, lead glass, and aluminum. Boron was the most effective and prevented any loss of graphite fiber during burning. Mechanical properties of composites containing boron filler were measured and compared to those of composites containing no filler.
Tests were conducted using plasma densities of approximately 10 to the 5th power - 10 to the 6th power/cu cm. Insulating materials tested were polyimide (Dapton), mica and glass. Surface-area effects were found to be substantially reduced from those previously reported at lower plasma densities. The difference in typical plasma density was felt to be the major cause of this change, although a saturation effect may also be involved. At the 10 to the 5th power/cu cm plasma density range, surface effects on collection current appear limited to roughly 1 cm from the hole. A factor of several reduction of collected current was obtained with both surface scribing and a 2 x 2 cm conducting mesh. It appears possible that the effects of surface treatment might be more significant at lower plasma densities. Effects of repeated tests were also noted, with current collection decreasing with successive tests. Depending on the materials involved, the effect appeared due to either the smoothing of the inside of the insulator hole or the sputtering of insulator on the exposed conductor. A general conclusion was made from a variety of observations, that the generation of vapor is a major factor in the enhancement of collected current.
To obtain a better understanding of how bonded solid lubricant films lubricate and wear (in general), the tribological properties of polyimide-bonded graphite fluoride films were studied (in specific). A pin-on-disk type of testing apparatus was used; but in addition to sliding a hemispherically tipped rider, a rider with a 0.95 mm diameter flat area was slid against the film. This was done so that a lower, less variable contact stress could be achieved. Two stages of lubrication occurred. In the first, the film supported the load. The lubricating mechanism consisted of the shear of a thin surface layer (of the film) between the rider and the bulk of the film. The second occurred after the bonded film had worn to the substrate, and consisted of the shear of very thin lubricant films between the rider and flat plateaus generated on the metallic substrate asperities. The film wear mechanism was strongly dependent on contact stress.
The development of silicon modified resins for graphite fiber laminates which will prevent the dispersal of graphite fibers when the composites are burned is discussed. Eighty-five silicone modified resins were synthesized and evaluated including unsaturated polyesters, thermosetting methacrylates, epoxies, polyimides, and phenolics. Neat resins were judged in terms of Si content, homogeneity, hardness, Char formation, and thermal stability. Char formation was estimated by thermogravimetry to 1,000 C in air and in N2. Thermal stability was evaluated by isothermal weight loss measurements for 200 hrs in air at three temperatures. Four silicone modified epoxies were selected for evaluation in unidirectional filament wound graphite laminates. Neat samples of these resins had 1,000 C char residues of 25 to 50%. The highest flexural values measured for the laminates were a strength of 140 kpsi and a modulus of 10 Mpsi. The highest interlaminar shear strength was 5.3 kpsi.
Six single stage reciprocating seal configurations to the requirements of the Stirling cycle engine were evaluated. The seals tested were: the Boeing Footseal, NASA Chevron polyimide seal, Bell seal, Quad seal, Tetraseal, and Dynabak seal. None of these seal configurations met the leakage goals of .002 cc/sec at helium gas pressure of 1.22 x 10 to the 7th power PA, rod speed of 7.19 m/sec peak, and seal environmental temperature of 408 K for 1500 hours. Most seals failed due to high temperatures. Catastrophic failures were observed for a minimum number of test runs characterized by extremely high leakage rates and large temperature rises. The Bell seal attained 63 hours of run time at significantly lowered test conditions.