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NASA NTRS1993

Thermal coatings for titanium-aluminum alloys

Titanium aluminides and titanium alloys are candidate materials for use in hot structure and heat-shield components of hypersonic vehicles because of their good strength-to-weight characteristics at elevated temperature. However, in order to utilize their maximum temperature capability, they must be coated to resist oxidation and to have a high total remittance. Also, surface catalysis for recombination of dissociated species in the aerodynamic boundary layer must be minimized. Very thin chemical vapor deposition (CVD) coatings are attractive candidates for this application because of durability and very light weight. To demonstrate this concept, coatings of boron-silicon and aluminum-boron-silicon compositions were applied to the titanium-aluminides alpha2 (Ti-14Al-21Nb), super-alpha2 (Ti-14Al-23-Nb-2V), and gamma (Ti-33Al-6Nb-1Ta) and to the titanium alloy beta-21S (Ti-15Mo-3Al-3Nb-0.2Si). Coated specimens of each alloy were subjected to a set of simulated hypersonic vehicle environmental tests to determine their properties of oxidation resistance, surface catalysis, radiative emittance, and thermal shock resistance. Surface catalysis results should be viewed as relative performance only of the several coating-alloy combinations tested under the specific environmental conditions of the LaRC Hypersonic Materials Environmental Test System (HYMETS) arc-plasma-heated hypersonic wind tunnel. Tests were also conducted to evaluate the hydrogen transport properties of the coatings and any effects of the coating processing itself on fatigue life of the base alloys. Results are presented for three types of coatings, which are as follows: (1) a single layer boron silicon coating, (2) a single layer aluminum-boron-silicon coating, and (3) a multilayer coating consisting of an aluminum-boron-silicon sublayer with a boron-silicon outer layer.

Cunnington, George R.↗

NASA NTRS1996

Tensile Strength and Microstructural Characterization of Uncoated and Coated HPZ Ceramic Fibers

Tensile strengths of as-received HPZ fiber and those surface coated with BN, BN/SiC, and BN/Si3N4 have been determined at room temperature using a two-parameter Weibull distribution. Nominally approx. 0.4 micron BN and 0.2 micron SiC or Si3N4 coatings were deposited on the fibers by chemical vapor deposition using a continuous reactor. The average tensile strength of uncoated HPZ fiber was 2.0 +/- 0.56 GPa (290 +/- 81 ksi) with a Weibull modulus of 4.1. For the BN coated fibers, the average strength and the Weibull modulus increased to 2.39 +/- 0.44 GPa (346 +/- 64 ksi) and 6.5, respectively. The HPZ/BN/SiC fibers showed an average strength of 2.0 +/- 0.32 GPa (290 +/- 47 ksi) and Weibull modulus of 7.3. Average strength of the fibers having a dual BN/Si3N4 surface coating degraded to 1.15 +/- 0.26 GPa (166 +/- 38 ksi) with a Weibull modulus of 5.3. The chemical composition and thickness of the fiber coatings were determined using scanning Auger analysis. Microstructural analysis of the fibers and the coatings was carried out by scanning electron microscopy and transmission electron microscopy. A microporous silica-rich layer approx. 200 nm thick is present on the as-received HPZ fiber surface. The BN coatings on the fibers are amorphous to partly turbostratic and contaminated with carbon and oxygen. Silicon carbide coating was crystalline whereas the silicon nitride coating was amorphous. The silicon carbide and silicon nitride coatings are non-stoichiometric, non-uniform, and granular. Within a fiber tow, the fibers on the outside had thicker and more granular coatings than those on the inside.

Bansal, Narottam P.↗

NASA NTRS1998

Investigation of Thermal High Cycle and Low Cycle Fatigue Mechanisms of Thick Thermal Barrier Coatings

Ceramic thermal barrier coatings have attracted increased attention for diesel engine applications. The advantages of using the ceramic coatings include a potential increase in efficiency and power density and a decrease in maintenance cost. Zirconia-based ceramics are the most important coating materials for such applications because of their low thermal conductivity, relatively high thermal expansivity and excellent mechanical properties. However, durability of thick thermal barrier coatings (TBCS) under severe temperature cycling encountered in engine conditions, remains a major question. The thermal transients associated with the start/stop and no-load/full-load engine cycle, and with the in-cylinder combustion process, generate thermal low cycle fatigue (LCF) and thermal high cycle fatigue (HCF) in the coating system. Therefore, the failure mechanisms of thick TBCs are expected to be quite different from those of thin TBCs under these temperature transients. The coating failure is related not only to thermal expansion mismatch and oxidation of the bond coats and substrates, but also to the steep thermal stress gradients induced in the coating systems. Although it has been reported that stresses generated by thermal transients can initiate surface and interface cracks in a coating system, the mechanisms of the crack propagation and of coating failure under the complex LCF and HCF conditions are still not understood. In this paper, the thermal fatigue behavior of an yttria partially stabilized zirconia coating system under simulated LCF and HCF engine conditions is investigated. The effects of LCF and HCF on surface crack initiation and propagation are also discussed.

Zhu, Dong-Ming↗

NASA NTRS1998

Microstructural, Chemical and Mechanical Characterization of Polymer-Derived Hi-Nicalon Fibers with Surface Coatings

Room temperature tensile strengths of as-received Hi-Nicalon fibers and those having BN/SiC, p-BN/SiC, and p-B(Si)N/SiC surface coatings, deposited by chemical vapor deposition, were measured using an average fiber diameter of 13.5 microns. The Weibull statistical parameters were determined for each fiber. The average tensile strength of uncoated Hi-Nicalon on was 3.19 +/- 0.73 GPa with a Weibull modulus of 5.41. Strength of fibers coated with BN/SiC did not change. However, coat with p-BN/SiC and p-B(Si)N/SiC surface layers showed strength loss of approx. 10 and 35 percent, respectively, compared with as-received fibers. The elemental compositions of the fibers and the coatings were analyzed using scanning Auger microprobe and energy dispersive x-ray spectroscopy. The BN coating was contaminated with a large concentration of carbon and some oxygen. In contrast, p-BN, p-B(Si)N, and SiC coatings did not show any contamination. Microstructural analyses of the fibers and the coatings were done by scanning electron microscopy (SEM), transmission electron microscopy (TEM), and selected area electron diffraction. Hi-Nicalon fiber consists of the P-SIC nanocrystals ranging in size from 1 to 30 nm embedded in an amorphous matrix. TEM analysis of the BN coating revealed four distinct layers with turbostatic structure. The p-BN layer was turbostratic and showed considerable preferred orientation. The p-B(Si)N was glassy and the silicon and boron were uniformly distributed. The silicon carbide coating was polycrystalline with a columnar structure along the growth direction. The p-B(Si)N/SiC coatings were more uniform, less defective and of better quality than the BN/SiC or the p-BN/SiC coatings.

Bansal, Narottam P.↗

NASA NTRS1998

The Successful Transfer of Space Derived Convergent Spray: An Application for Industrial Roof Coatings and Interstate Bridge Repair

A partnership was formed between the National Aeronautics and Space Administration (NASA), the Environmental Protection Agency (EPA), and United Technologies USBI Company to develop, demonstrate, and evaluate a technology that uses a solventless spray process for depositing a lightweight, highly filled roof coating on low-sloped commercial roofs. Although the levels of volatile organic compound (VOC) emissions from industrial roof coating's and paint operations have been reduced in recent years, this partnership,was an effort to further reduce VOC emission levels and to also demonstrate the use of reclaimed automobile tire rubber as a filler material in roof coating systems. Different materials and coatings were evaluated and tested before the final selection used to coat the roofs of two small buildings at NASA's Marshall Space Flight Center during fiscal year 1997. The project successfully leveraged the investment of EPA, NASA and private sector resources to demonstrate a pre-commercial roofing coating process. This process utilizes the Convergent Spray Technologies process, which was initially developed by USBI to apply highly-filled, thermal protection coatings to the Space Shuttle Solid Rocket Boosters. A second partnership between the NASA, Federal Highway Administration, Alabama Department of Transportation and USBI Company was formed to develop and demonstrate the Convergent Spray Technology as a method of applying a skid resistant coating to interstate roads and concrete bridge decking's. Again, different materials and coatings were evaluated and tested before the final selection of ground flint and resin. Two field demonstrations were performed during fiscal year 1997 for the purpose of evaluating the coating system under actual highway conditions. These coatings were applied on Interstate 65 near Huntsville Alabama, and in the Mobile Bankhead tunnel. The system performed this task without the use of harmful solvents, and accomplished the process in a single application. This project successfully leveraged the investment of NASA, Federal Highway Administration, the Alabama Department of Transportation, and private sector funding.

McMillan, Vernotto C.↗

NASA NTRS2000

Thermophysical and Thermomechanical Properties of Thermal Barrier Coating Systems

Thermal barrier coatings have been developed for advanced gas turbine and diesel engine applications to improve engine reliability and fuel efficiency. However, the issue of coating durability under high temperature cyclic conditions is still of major concern. The coating failure is closely related to thermal stresses and oxidation in the coating systems. Coating shrinkage cracking resulting from ceramic sintering and creep at high temperatures can further accelerate the coating failure process. The purpose of this paper is to address critical issues such as ceramic sintering and creep, thermal fatigue and their relevance to coating life prediction. Novel test approaches have been established to obtain critical thermophysical and thermomechanical properties of the coating systems under near-realistic temperature and stress gradients encountered in advanced engine systems. Emphasis is placed on the dynamic changes of the coating thermal conductivity and elastic modulus, fatigue and creep interactions, and resulting failure mechanisms during the simulated engine tests. Detailed experimental and modeling results describing processes occurring in the thermal barrier coating systems provide a framework for developing strategies to manage ceramic coating architecture, microstructure and properties.

Zhu, Dongming↗

NASA NTRS2004

Development and Testing of Ceramic Thermal Barrier Coatings

Ceramic thermal barrier coatings will play an increasingly important role in future gas turbine engines because of their ability to effectively protect the engine components and further raise engine temperatures. Durability of the coating systems remains a critical issue with the ever-increasing temperature requirements. Thermal conductivity increase and coating degradation due to sintering and phase changes are known to be detrimental to coating performance. There is a need to characterize the coating behavior and temperature limits, in order to potentially take full advantage of the current coating capability, and also accurately assess the benefit gained from advanced coating development. In this study, thermal conductivity behavior and cyclic durability of plasma-sprayed ZrO2-8wt%Y2O3 thermal barrier coatings were evaluated under laser heat-flux simulated high temperature, large thermal gradient and thermal cycling conditions. The coating degradation and failure processes were assessed by real-time monitoring of the coating thermal conductivity under the test conditions. The ceramic coating crack propagation driving forces and resulting failure modes will be discussed in light of high temperature mechanical fatigue and fracture testing results.

Zhu, Dongming↗

NASA NTRS2004

Erosion Coatings Developed to Increase the Life and Durability of Composites

Both the NASA Glenn Research Center and the Allison Advanced Development Company (AADC) have worked to develop and demonstrate erosion-resistant coatings that would increase the life and durability of composite materials used in commercial aircraft engines. These composite materials reduce component weight by 20 to 30 percent and result in less fuel burn and emissions and more fuel savings. Previously, however, their use was limited because of poor erosion resistance, which causes concerns about safety and leads to high maintenance costs. The coatings were tested by the University of Cincinnati, and the composites were manufactured by Texas Composites and coated by Engelhard and NASA Glenn. Rolls-Royce Corporation uses composite materials, which are stronger and less dense than steel or titanium, to make bypass vanes for their AE3007 engines. These engines are widely used in regional jet aircraft (Embraer) and unmanned air vehicles such as the Northrop Grumman Global Hawk. Coatings developed by NASA/Rolls-Royce can reduce erosion from abrasive materials and from impurities in the air that pass over these vanes, allowing Rolls-Royce to take advantage of the benefits of composite materials over titanium without the added costs of increased maintenance and/or engine failure. The Higher Operating Temperature Propulsion Components (HOTPC) Project developed cost-effective, durable coatings as part of NASA's goal to increase aviation system capacity growth. These erosion coatings will reduce the number of special inspections or instances of discontinued service due to erosion, allowing aircraft capacity to be maintained without inconveniencing the traveling public. A specific example of extending component life showed that these coatings increased the life of graphite fiber and polymer composite bypass vanes up to 8 times over that of the uncoated vanes. This increased durability allows components to operate to full design life without the fear of wear or failure. Recently, Rolls-Royce completed over 2000 hr of engine testing with the coated fan exit bypass vanes. There was no loss of coating after nearly 5000 typical engine cycles. Midway through the engine tests, the coated vanes were removed from the engine during a scheduled maintenance and inspection period. The vanes were shipped back to Glenn, where they underwent further stress testing in the Structural Dynamics Lab, mimicking more extreme conditions than those typical of the AE3007 engine cycle. These vanes were then replaced in the AE3007 and subjected to another 1000 hr of engine tests. Once again, there was no loss of coating and only a minimal appearance of cracking.

Sutter, James K.↗

NASA NTRS2002

NASA Glenn/AADC Collaboration Optimized Erosion Coatings for Inlet Guide Vanes

There is a need for lightweight, durable materials and structures to reduce the weight of propulsion systems. Polymer matrix composites (PMC's) are promising materials for aerospace applications because of their high strength-to-weight ratio relative to metals. Unfortunately, they are limited to applications where they are not exposed to hightemperature oxidizing atmospheres and/or particulates from ingested air. This is because oxidation and erosion occur on the surface, leading to weight loss, nodulation, and/or cracking on the surface, and a consequent decline of mechanical properties over time. Although prior research has shown that oxidation can be slowed when metallic or ceramic coatings are applied onto PMC's, there remains a need for erosion-resistant coatings that protect PMC's from high-velocity particulates in the engine flow path. These erosionresistant coatings could extend the life of polymer composites. Polymer composites are heavily damaged without an erosion-resistant coating because they are not as hard as metallic engine structures. The effectiveness and life of the coatings depends on their inherent properties as well as on the interaction between the coating and the PMC. Since polymers, in general, have high thermal expansion coefficients in comparison to metals and ceramics, failure of the coatings often occurs at this interface. The objective of this research is to develop strategies to improve this interface and tailor overlays for erosion resistance. The bondcoat, which was developed at the NASA Glenn Research Center, is composed of zinc blended with polyimides to improve the compatibility between the PMC and the overlay material. Initial coating trials at AADC produced vanes that had poor bonding between the overlay and bondcoats. Subsequently, Glenn successfully demonstrated that high-quality plasma-sprayed erosion coating systems could be applied to these guide vanes. Inlet guide vanes from AE 3007 engines fiber composites were coated using a coating system composed of a bondcoat and a hard topcoat. Optimization of the plasma spray process has led to plans for future erosion testing in gas turbine engine environments.

Sutter, James K.↗

NASA NTRS1990

Thermal Conductivity and Temperature Limits of Electron-Beam Physical-Vapor-Deposited ZrO2-7wt%Y2O3 Thermal Barrier Coating

The electron-beam physical-vapor-deposited (EB-PVD) ZrO2-7wt%Y2O3 thermal barrier coating has been widely used to protect engine hot section components in modem aircraft engines. Thermal conductivity and the conductivity increases due to sintering and phase changes are important coating design parameters. There is a need to characterize the coating thermal conductivity behavior and temperature limits, in order to potentially take full advantage of the coating capability. In addition, since the ZrO2-7wt%Y2O3 coating is often used as a baseline coating for the development of advanced lower thermal conductivity and higher temperature capability coatings, a thorough evaluation of the coating conductivity behavior at future higher engine operating temperatures will be useful for more accurately assessing the benefit gained from the new coating systems. In this study, thermal conductivity behavior of EB-PVD ZrO2-7wt%Y2O3 coating has been systematically investigated as a function of temperature (up to 2600 F) and time under steady-state and cyclic test conditions using a laser heat-flux technique. Thermal conductivity change kinetics were determined under realistic engine high temperature thermal gradient conditions, and correlated to the coating microstructural and phase changes. The thermal conductivity prediction models have been established in terms of heat flux, time, and testing temperatures.

Zhu, Dongming↗

NASA NTRS2003

High-Frequency Testing of Composite Fan Vanes With Erosion-Resistant Coating Conducted

The mechanical integrity of hard, erosion-resistant coatings were tested using the Structural Dynamics Laboratory at the NASA Glenn Research Center. Under the guidance of Structural Mechanics and Dynamics Branch personnel, fixturing and test procedures were developed at Glenn to simulate engine vibratory conditions on coated polymer-matrix- composite bypass vanes using a slip table in the Structural Dynamics Laboratory. Results from the high-frequency mechanical bench testing, along with concurrent erosion testing of coupons and vanes, provided sufficient confidence to engine-endurance test similarly coated vane segments. The knowledge gained from this program will be applied to the development of oxidation- and erosion-resistant coatings for polymer matrix composite blades and vanes in future advanced turbine engines. Fan bypass vanes from the AE3007 (Rolls Royce America, Indianapolis, IN) gas turbine engine were coated by Engelhard (Windsor, CT) with compliant bond coatings and hard ceramic coatings. The coatings were developed collaboratively by Glenn and Allison Advanced Development Corporation (AADC)/Rolls Royce America through research sponsored by the High-Temperature Engine Materials Technology Project (HITEMP) and the Higher Operating Temperature Propulsion Components (HOTPC) project. High-cycle fatigue was performed through high-frequency vibratory testing on a shaker table. Vane resonant frequency modes were surveyed from 50 to 3000 Hz at input loads from 1g to 55g on both uncoated production vanes and vanes with the erosion-resistant coating. Vanes were instrumented with both lightweight accelerometers and strain gauges to establish resonance, mode shape, and strain amplitudes. Two high-frequency dwell conditions were chosen to excite two strain levels: one approaching the vane's maximum allowable design strain and another near the expected maximum strain during engine operation. Six specimens were tested per dwell condition. Pretest and posttest inspections were performed optically at up to 60 magnification and using a fluorescent-dye penetrant. Accumulation of 10 million cycles at a strain amplitude of two to three times that expected in the engine (approximately 670 Hz and 20g) led to the development of multiple cracks in the coating that were only detectable using fluorescent-dye penetrant inspection. Cracks were prevalent on the trailing edge and on the convex side of the midsection. No cracking or spalling was evident using standard optical inspection at up to 60 magnification. Further inspection may reveal whether these fine cracks penetrated the coating or were strictly on the surface. The dwell condition that simulated actual engine conditions produced no obvious surface flaws even after up to 80 million cycles had been accumulated at strain amplitudes produced at approximately 1500 Hz and 45g.

Bowman, Cheryl L.↗

NASA NTRS2002

Coated article and method of making

An article includes a silicon-containing substrate and a modified mullite coating. The modified mullite coating comprises mullite and a modifier component that reduces cracks in the modified mullite coating. The article can further comprise a thermal barrier coating applied to the modified mullite coating. The modified mullite coating functions as a bond coating between the external environmental/thermal barrier coating and the silicon-containing substrate. In a method of forming an article, a silicon-containing substrate is formed and a modified mullite coating is applied. The modified mullite coating comprises mullite and a modifier component that reduces cracks in the modified mullite coating.

Wang, Hongyu↗

NASA NTRS2003

Coated article and method of making

Wang, Hongyu↗

NASA NTRS2011

A Multifunctional Coating for Autonomous Corrosion Control

Nearly all metals and their alloys are subject to corrosion that causes them to lose their structural integrity or other critical functionality. Protective coatings are the most commonly used method of corrosion control. However, progressively stricter environmental regulations have resulted in the ban of many commercially available corrosion protective coatings due to the harmful effects of their solvents or corrosion inhibitors. This work concerns the development of a multifunctional smart coating for the autonomous control of corrosion. This coating is being developed to have the inherent ability to detect the chemical changes associated with the onset of corrosion and respond autonomously to indicate it and control it. The multi-functionality of the coating is based on microencapsulation technology specifically designed for corrosion control applications. This design has, in addition to all the advantages of existing microcapsulation designs, the corrosion controlled release function that triggers the delivery of corrosion indicators and inhibitors on demand, only when and where needed. Microencapsulation of self-healing agents for autonomous repair of mechanical damage to the coating is also being pursued. Corrosion indicators, corrosion inhibitors, as well as self-healing agents, have been encapsulated and dispersed into several paint systems to test the corrosion detection, inhibition, and self-healing properties of the coating. Key words: Corrosion, coating, autonomous corrosion control, corrosion indication, corrosion inhibition, self-healing coating, smart coating, multifunctional coating, microencapsulation.

Calle, Luz M.↗

NASA NTRS2005

Depth-Penetrating Luminescence Thermography of Thermal- Barrier Coatings

A thermographic method has been developed for measuring temperatures at predetermined depths within dielectric material layers . especially thermal-barrier coatings. This method will help satisfy a need for noncontact measurement of through-the-thickness temperature gradients for evaluating the effectiveness of thermal- barrier coatings designed to prevent overheating of turbine blades, combustor liners, and other engine parts. Heretofore, thermography has been limited to measurement of surface and near-surface temperatures. In the thermographic method that is the immediate predecessor of the present method, a thermographic phosphor is applied to the outer surface of a thermal barrier coating, luminescence in the phosphor is excited by illuminating the phosphor at a suitable wavelength, and either the time dependence of the intensity of luminescence or the intensities of luminescence spectral lines is measured. Then an emissivity-independent surface-temperature value is computed by use of either the known temperature dependence of the luminescence decay time or the known temperature dependence of ratios between intensities of selected luminescence spectral lines. Until now, depth-penetrating measurements have not been possible because light of the wavelengths needed to excite phosphors could not penetrate thermal-barrier coating materials to useful depths. In the present method as in the method described above, one exploits the temperature dependence of luminescence decay time. In this case, the phosphor is incorporated into the thermal-barrier coat at the depth at which temperature is to be measured. To be suitable for use in this method, a phosphor must (1) exhibit a temperature dependence of luminescence decay time in the desired range, (2) be thermochemically compatible with the thermal-barrier coating, and (3) exhibit at least a minor excitation spectral peak and an emission spectral peak, both peaks being at wavelengths at which the thermal-barrier coating is transparent or at least translucent. Conventional thermographic phosphors are not suitable because they are most efficiently excited by ultraviolet light, which does not penetrate thermal- barrier coating materials. (Typical thermal-barrier coating materials include or consist of various formulations of yttria-stabilized zirconia.) Only a small fraction of phosphor candidates have significant excitation at wavelengths long enough (>500 nm) for sufficient penetration of thermal-barrier coatings. One suitable phosphor material . yttria doped with europium (Y2O3:Eu) . has a minor excitation peak at 532 nm and an emission peak at 611 nm. In experiments, this material was incorporated beneath a 100-microns-thick thermal-barrier coating and subjected to excitation and measurement by the luminescence-decay-time technique. These experiments were found to yield reliable temperature values up to 1,100 C. At the time of reporting the information for this article, a search for suitable phosphors other than (Y2O3:Eu) was continuing.

Eldridge, Jeffrey↗

NASA NTRS1962

LUBRICATING PROPERTIES OF CERAMIC-BONDED CALCIUM FLUORIDE COATINGS ON NICKEL-BASE ALLOYS FROM 75 DEG TO 1900 DEG F

The endurance life and the friction coefficient of ceramic-bonded calcium fluoride (CaF2) coatings on nickel-base alloys were determined at temperatures from 75° to 1900° F. The specimen configuration consisted of a hemispherical rider (3/16-in. rad.) sliding against the flat surface of a rotating disk. Increasing the ambient temperature (up to 1500° F) or the sliding velocity generally reduced the friction coefficient and improved coating life. Base-metal selection was critical above 1500° F. For instance, cast Inconel sliding against coated Inconel X was lubricated effectively to 1500° F, but at 1600° F severe blistering of the coatings occurred. However, good lubrication and adherence were obtained for René 41 sliding against coated René 41 at temperatures up to 1900° F; no blisters developed, coating wear life was fairly good, and the rider wear rate was significantly lower than for the unlubricated metals . Friction coefficients were 0.12 at 1500° F, 0.15 at 1700° F, and 0.17 at 1800° and 1900° F. Because of its ready availability, Inconel X appears to be the preferred substrate alloy for applications in which the temperature does not exceed 1500° F. René 41 would have to be used in applications involving higher temperatures. Improved coating life was derived by either preoxidizing the substrate metals prior to the coating application or by applying a very thin (<0.0002 in.) burnished and sintered overlay to the surface of the coating. Preoxidation did not affect the friction coefficient. The overlay generally resulted i n a higher friction coefficient than that obtained without the overlay. The combination of both modifications resulted in longer coating life and in friction coefficients intermediate between those obtained with either modification alone.

Nickel alloy↗

NASA NTRS2015

Superhydrophobic Post Treatment and Coating Extenders for Improved Asset Sustainability

Launch structures, hardware, and ground support equipment, at NASA's John F. Kennedy Space Center in Florida, are exposed to a highly corrosive natural coastal marine environment. In addition, during launches, rocket exhaust deposition is also highly corrosive. Superhydrophobic coatings are being considered for additional corrosion protection on existing structures to enhance corrosion resistance and add an additional layer of protection against harsh environmental elements. These coatings have come into their own recently, and are now being investigated as corrosion protective coatings due to their water repelling capability. These coatings can be used on existing coatings, newly coated materials, or used on bare substrates. The coatings are not suitable for permanent corrosion protection, but can be used where additional corrosion control is desired or only when temporary corrosion control is needed, such as in hardware sitting on a launch pad for 30-45 days prior to a launch. In this study, superhydrophobic coatings were applied on various coated and uncoated substrates and exposed to the spaceport environment for various times up to 60 days. This paper highlights the current results of the superhydrophobic coatings performance evaluated by X-ray photoelectron spectroscopy, and contact angle measurements.

Coating↗

NASA NTRS2016

Corrosion-Activated Micro-Containers for Environmentally Friendly Corrosion Protective Coatings

This work concerns the development of environmentally friendly encapsulation technology, specifically designed to incorporate corrosion indicators, inhibitors, and self-healing agents into a coating, in such a way that the delivery of the indicators and inhibitors is triggered by the corrosion process, and the delivery of self-healing agents is triggered by mechanical damage to the coating. Encapsulation of the active corrosion control ingredients allows the incorporation of desired autonomous corrosion control functions such as: early corrosion detection, hidden corrosion detection, corrosion inhibition, and self-healing of mechanical damage into a coating. The technology offers the versatility needed to include one or several corrosion control functions into the same coating.The development of the encapsulation technology has progressed from the initial proof-of-concept work, in which a corrosion indicator was encapsulated into an oil-core (hydrophobic) microcapsule and shown to be delivered autonomously, under simulated corrosion conditions, to a sophisticated portfolio of micro carriers (organic, inorganic, and hybrid) that can be used to deliver a wide range of active corrosion ingredients at a rate that can be adjusted to offer immediate as well as long-term corrosion control. The micro carriers have been incorporated into different coating formulas to test and optimize the autonomous corrosion detection, inhibition, and self-healing functions of the coatings. This paper provides an overview of progress made to date and highlights recent technical developments, such as improved corrosion detection sensitivity, inhibitor test results in various types of coatings, and highly effective self-healing coatings based on green chemistry. The NASA Kennedy Space Centers Corrosion Technology Lab at the Kennedy Space Center in Florida, U.S.A. has been developing multifunctional smart coatings based on the microencapsulation of environmentally friendly corrosion indicators, inhibitors and self-healing agents. This allows the incorporation of autonomous corrosion control functionalities, such as corrosion detection and inhibition as well as the self-healing of mechanical damage, into coatings. This paper presents technical details on the characterization of inhibitor-containing particles and their corrosion inhibitive effects using electrochemical and mass loss methods.Three organic environmentally friendly corrosion inhibitors were encapsulated in organic microparticles that are compatible with desired coatings. The release of the inhibitors from the microparticles in basic solution was studied. Fast release, for immediate corrosion protection, as well as long-term release for continued protection, was observed.The inhibition efficacy of the inhibitors, incorporated directly and in microparticles, on carbon steel was evaluated. Polarization curves and mass loss measurements showed that, in the case of 2MBT, its corrosion inhibition effectiveness was greater when it was delivered from microparticles.

Corrosion Control↗