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ASNT Fall Conference and Quality Testing Show 2009 [Columbus, OH, October 2009]: pp 165-173.

Copyright 2009, 2011, American Society for Nondestructive Testing, Columbus, OH.

Air-Coupled Ultrasonic Nondestructive Evaluation of Carbon/Carbon Composite Aircraft Disk Brakes


Yicheng Peter Pan1, Tsuchin Philip Chu1, Peter Filip1 and Ondrej Stonwawski2
1

Southern Illinois University Carbondale, Department of Mechanical Engineering and Energy Process 1230 Lincoln Drive, Carbondale, IL 62901 (618) 453-7049; fax (618) 354-7658; e-mail panyicheng@gmail.com EISENMANN Corporation 150 East Dartmoor Drive, Crystal Lake, IL 60014 (815) 477-3339; fax (815) 455-1018; e-mail ondrej.stonawski@eisenmann.com
2

ABSTRACT Air-coupled ultrasonic inspection has a great potential for non-contact and nondestructive inspection of various materials. The couplant contamination-free testing offers a great advantage to industry dealing with composite materials and especially CC composites. The air-coupled ultrasonic through transmission testing was performed on several commercial CC aircraft brake discs and CC materials to determine the minimum defect size, resolution and the signal penetration depth. The through transmission testing utilized the 120 and 225 KHz point focus transducers. The thickness of the tested discs was from 18 mm to 36.33 mm. The small specimens with the thickness of 30 mm contained flat bottom drilled blind holes and side drilled holes of various depths. The drilled hole diameters were from 1.588 mm to 12.7 mm. The test results proved the presence of a large delamination on one of the commercial discs. The signal leakage greatly affects the reliability of measured data around the edges of the tested specimens. The influence of the fiber orientation needs to be more investigated. INTRODUCTION Aircraft brake system is multiple disk brakes of rotors sandwiched between stators. The braking action between rotating and stationary disks causes them to heat up to around 500 C with surface temperatures reaching as high as 2000 C as the kinetic energy of the aircraft is absorbed [1]. Therefore, the materials used in this environment must have a good thermal shock resistance. The high thermal conductivity and very low coefficient of thermal expansion of C/C composites make it an ideal choice [2]. The main reason is its unique properties at elevated temperatures, such as strength, stiffness, corrosion, fatigue, density, high thermal conductivity and weight benefits which other materials do not match. These properties make C/C composites ideal for brake applications along with other high temp applications [3]. The manufacturing process for the C/C dick brake is relatively complex and tedious compared to other carbon based material processes due to the multiple steps involved in the carbonization and densification cycle which improves the density and thermal conductivity of the material [4]. In one manufacturing approach the C/C dick brake are first made by producing pre-forms from either one of the two different carbon fibers (polyacrylonitrile(PAN)-based/pitch-based) which is placed in a pre-form to create the desired shape and carbonized, and then densified by chemical vapor infiltration (CVI) process [2,4]. Pre-forms of the carbon fibers can be random, organized and even stitched to obtain the desired characteristics needed for the C/Cs application. The CVI process is carried out on the C/C at high temperatures (around 1000 C) causing the C/C to become dense the longer the material is in the CVI furnace. Densification is repeatedly carried out until a desired density of the C/C dick brake is reached. The C/C material will reach a point were the matrix is so impervious to the vapor that no more carbon can be deposited on the fibers. Over-crusting and pore blockage occur during the CVI process due to pressure gradient, therefore surface need to be machined in between densification processes. Using the CVI process to obtain the desired density is a time consuming process taking upwards to 1000 hours [5]. After material properties of the C/C are met, the piece will be machined to the final dimensions and heat-treated if high thermal properties are desired. Heat treatment (HT) can hugely increase the thermal diffusivity and thermal conductivity of C/C dick brake, due to the allowing of the carbon molecules to arrange is a manner that changes the characteristics the materials thermal properties. Heat treatment can be range from 1600 C - 2500 C, and the higher the temperature the larger the thermal conductivity and diffusivity values can be obtained. In general, the total manufacturing process time is cost 6 months. Defects in the C/C material can be detrimental causing structural degradation, and thermal irregularities. Defects within carbon disk brakes typically consist of delaminations, voids, inclusions, porosity, and impact damage. To ensure safety and reliability right after the production process, NDE methods are needed for inspection of C/C composite disk brakes [6]. For

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ASNT Fall Conference and Quality Testing Show 2009 [Columbus, OH, October 2009]: pp 165-173. Copyright 2009, 2011, American Society for Nondestructive Testing, Columbus, OH.

this reasons, an inexpensive and easy to implement and operate NDE method for C/C Composites is an essential component to the industry. The main advantage of air-coupled ultrasonic NDE is clear just from the definition; there is no required contamination from a liquid couplant which also suggests the versatility of laboratory and field application with proper equipment. The systematic condition monitoring of C/C components using low cost non-contact ultrasonic NDE could lead to the extension of the service life of the C/C composite disk brakes. Previous work by Barnard and Hsu stated that main limitation of air coupling is the enormous acoustic impedance mismatch of the air and the measured C/C material [7, 8]. Recent advancements in the field of non-contact piezoceramic ultrasound transducers have partially overcome such limitation in the use of lower ultrasound frequencies starting from 50 kHz and made the evaluation not only possible but even practical. This research focused on the feasibility of testing the C/C composite material by non-contact air-coupled ultrasound. This requires the selection of proper technique, development of the test stand and the actual data evaluation to detect delaminations and defects in C/C materials. Analyses will be conduct two type defects which are production (Specimen Group II)) and artificial (Specimen Group I) defects on C/C composite disk brakes. First, determined the appropriate frequency range and scan increment the current minimum detectable defect size for air-coupled ultrasonic NDE testing of C/C composites and perform C-scanning of the specimen 1 of Specimen Group II. Second, using Specimen Group I samples, determine the current minimum detectable defect size by air-coupled ultrasonic NDE. Third, perform the air-coupled ultrasonic testing on thick discs from specimen 2 of Specimen Group II. Final, evaluate the results and state the conclusions and recommendations.

EXPERIMENTS and EXPERIMENTAL SETUP Sample Descriptions and Preparation


The sample material used in this study was a 3D Ex-PAN-based and needle felt needle stitched in the z-direction, CVI infiltrated C/C composite disk brake material with heat treated and non-heat treated. The testing specimens were divided into two categories, Specimen Group I and Specimen Group II. All Small Samples from the Specimen Group I are non-heat treated disk brake material. It has been produced and provided by the Center for Advanced Friction Studies (CAFS) CVI Laboratory, SIUC, Carbondale, Illinois. The samples were produced and previously used for the Infra-red Thermography testing [9]. The Specimen Group II samples are commercial aircraft disk brakes with heat treated and non-heat treated that apply on aircraft braking system and donated by certain C/C composite disk brake manufacturer corporation.

Specimen Group I Defect Mapping

Samples were obtained and sets of artificial defects were produced by drilling flat bottom holes to various depths from the surface as well as various diameters. The material density is 1.516 kg/cm3. Small Sample 1 (SS1) contains three flat-bottom drilled holes with diameter of 6.35 mm. The thickness of the C/C material between the undrilled surface of SS1 and the face of the drilled hole is from 0.5 mm to 2 mm. Small Sample (SS2) contains two flat-bottom drilled holes with diameter of 12.7 mm. The thickness of the C/C material between the undrilled surface of SS2 and the face of the drilled hole is 0.5 mm and 1 mm. The schematics with dimensions of the specimens and the photograph of surface material structure are shown in Figure 1. (a) SS1 (b) SS2

a) SS1 b) SS2 Figure 1: Blind hole defects schematics and dimensions of SS1 and SS2. Figure 1: Blind Hole Defects Schematics and Dimensions of SS1 and SS2 Small Sample 3 contains (SS3) contains six side drilled holes with thediameter same diameter of mm 3.175 in the vicinity of the top Small Sample 3 (SS3) six side drilled holes with the same of 3.175 in mm the vicinity of the top surface surface of the specimen. Theholes depth the mm holes is the 15.88 mm and the C/C thickness of between the C/C the material between the of the specimen. The depth of the is of 15.88 and thickness of the material drilled hole and the drilled hole and top surface fromSample 0.5 mm 5 mm. Small five Sample 4 with (SS4) contains five holes the top surface of SS3 is the from 0.5 mm toof 5 SS3 mm.is Small 4to (SS4) contains holes the same diameter of with 1.588 mm. same diameter of 1.588 mm. The depth of the holes is 9.52 mm and the thicknesses are in various depths from 0.5

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ASNT Fall Conference and Quality Testing Show 2009 [Columbus, OH, October 2009]: pp 165-173. Copyright 2009, 2011, American Society for Nondestructive Testing, Columbus, OH.

The depth of the holes is 9.52 mm and the thicknesses are in various depths from 0.5 mm to 4 mm. Small Sample 5 (SS5) mm six to 4 mm.with Small Sample 5 (SS5) contains six holes with the same diameter of mm 6.35and mm. The depth of the is contains holes the same diameter of 6.35 mm. The depth of the holes is 31.75 the thicknesses are holes in various 31.75 mm thicknesses various depths from 0.5 mm 5 holes mm. From the top view, there is dimension an overlap,of depths from 0.5 and mmthe to 5 mm. From are the in top view, there is an overlap, butto the do not collide. The specific but the holes not collide. specific dimension of theshown specimens and the of the surface material structure the specimens and do the view of the The surface in Figure 2. view mm to 4 mm. Small Sample 5 (SS5) material contains structure six holes are with the same diameter of 6.35 mm. The depth of the holes is are shown in Figure 2. 31.75 mm and the thicknesses are in various depths from 0.5 mm to 5 mm. From the top view, there is an overlap, but the holes do not collide. The specific dimension of the specimens and the view of the surface material structure are to shown in Small FigureSample 2. mm 4 mm. 5 (SS5) contains six holes with the same diameter of 6.35 mm. The depth of the holes is

31.75 mm and the thicknesses are in various depths from 0.5 mm to 5 mm. From the top view, there is an overlap, but the holes do not collide. The specific dimension of the specimens and the view of the surface material structure are shown in Figure 2.

(a) SS3 (b) SS4 (c)SS5 Figure 2: Side drilled hole defects schematics and dimensions of SS3, SS4 and SS5.

Specimen Group II Commercial Disks Mapping

The specimen 1 of Specimen Group II is shown in Figure 3. The sample has a diameter of 450.8 mm and 20 mm thickness.

The material density is 1.698 kg/cm3. It has a large delamination visible from the outer diameter. Visual inspection was not seen in the delamination until the disk was in final machining stages of the manufacturing process.

Figure 3: Image of specimen 1 of Specimen Group II. The specimen 2 of Specimen Group II is presented in Figure 4. It has an outer diameter of 478.6 mm and the thickness of 36.33 mm. The material density is 1.703 kg/cm3. It is also the specimen with highest thickness that was tested in this research. It has a production defect around the outer diameter.

Figure 4: Image of specimen 2 of Specimen Group II.

Test Description

For the through transmission method, the signal is emitted from one transducer (transmitter) and received by the other transducer (receiver), after the signal passes through the sample, as shown in the Figure 5.

Figure 5: Figure 5: Figure 5:

Through Transmission (TT) Schematics Through Transmission (TT) Schematics

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Through Transmission (TT) Schematics

ASNT Fall Conference and Quality Testing Show 2009 [Columbus, OH, October 2009]: pp 165-173. Copyright 2009, 2011, American Society for Nondestructive Testing, Columbus, OH.

Figure 5: Through Transmission (TT) Schematics Figure 5: Through transmission (TT) schematics.
Intensity and time of flight (TOF) evaluation of the signal will provide attenuation of the material which is related to material properties. A density and TOF distribution map in the form of a C-scan image can be obtained. There is a very large attenuation of the signal in the carbon-carbon material. Transducers with sphere focusing (also referred to as point focusing) are used for increasing the transmitted energy in the samples entry point, see Figure 5. This approach allows larger penetration depths greater thickness of the sample. Changes in amplitude of the received signal are indications of the materials heterogeneity and possible inconsistency such as crack or delamination. The air-coupled ultrasonic testing of the carbon-carbon specimens was performed to answer three major tasks; determine the appropriate frequency range, the minimum detectable defect size, and the maximum thickness of the sample that can be evaluated by air coupled ultrasound. The preliminary tests have revealed that the system with the existing equipment in the current configuration of SIUC is not capable of testing C/C materials. The air-coupled ultrasonic testing requires large narrow-band burst of energy in order for the signal to penetrate the tested specimen. There is a great signal energy loss due to the enormous acoustic impedance mismatch between the air and the tested specimen. Therefore, testing of the Specimen was performed in the Center for Nondestructive Evaluation (CNDE) at Iowa State University in Ames, Iowa. The CNDE has fine tuned system from QMI comprising of Sonda 007 CX, transducers, computer controlled test stand from UTEX with built in PCI oscilloscope and WinspectTM data acquisition and processing software. The configuration of the test stand is shown in Figure 6.

Experimental setup of air-coupled ultrasonic

PCI card Oscilloscope Winspect data acquisition and evaluation software

UTEX motion controller

Figure 6: Configuration of air-coupled ultrasonic testing. The Panametrics 5058 PR is used as an external signal source for the air-couple ultrasonic scan system. The narrowband signal tone-bursts are emitted from the point focused transmitter, pass through the air, the sample, the air and are received by receiver with built in preamplifier. The signal then goes to Sonda 007 CX, where it is processed. The precise motion of the test stand is controlled by the UTEX industrial computer. The data recording and evaluation software is also handled by UTEX. The photograph of the test stand is shown in Figure 7.

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ASNT Fall Conference and Quality Testing Show 2009 [Columbus, OH, October 2009]: pp 165-173. Copyright 2009, 2011, American Society for Nondestructive Testing, Columbus, OH.

Figure 7: CNDE test stand picture. The transducers in the frequencies of 120 kHz and 225 kHz were used. All of them were point focused with the focusing length of 1.2 in. The Styrofoam was used as a signal leakage stopper around the edges of the specimens. The transducers are shown in Figure 8. The blue colored are receivers and the red ones are transmitters. The ultrasonic evaluation at CNDE The with ultrasonic at CNDE with testing of brake discs in the range ofto 120 kHz and then started testingevaluation of brake discs in the started frequency range of 120 kHz and then the frequency testing progressed 225 kHz. the testing progressed to 225 kHz.

The ultrasonic evaluation at CNDE started with testing of brake discs in the frequency range of 120 kHz and then the testing progressed to 225 kHz.

Figure 8: Focused transducers and receivers.

RESULTS AND DISCUSSION Appropriate Frequency Range and Scan Increment


Test frequency and step increment considerations often dictate the inspection technique required. In order to figure out the appropriate frequency range for inspection, there was a testing with ultrasonic frequencies of 120 kHz and 225 kHz performed on the C/C composite disk brake with the large delamination. The resulting C-scan images of 120 k/hz and 225 kHz testing of the same sections are presented in Figure 9.

Figure 9: Transducers frequency comparison 120 kHz vs 225 kHz. The step increment resolution comparison is provided in the following Figure 10. The set up of the test remained the same. The only change was in the resolution. The scan increment was set from 2.54 mm (0.1 in.) to 1.27 mm (0.05 in.). This

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ASNT Fall Conference and Quality Testing Show 2009 [Columbus, OH, October 2009]: pp 165-173. Copyright 2009, 2011, American Society for Nondestructive Testing, Columbus, OH.

comparison joins three independent measurements in the 120 kHz frequency range. The left image has the step increment of 1.27 mm (0.05 in.). The right image with the resolution of 2.54 mm (0.1 in.) was composed of C-scans. The dotted line indicates the merger of individual overlaps. There is a large resemblance in the compared figures. The edges of the dark blue shaped areas are in good agreement. This comparison also shows the validity of independently measured data. The lower resolution scanning is 4 times faster, while the major outlines remain the same.

Figure 10: C-scanning step size increment comparison. The C-scanned sections of the disk were the same as in Figure 9. The results of the testing show that signal is penetrating the 20 mm thick C/C heat treated disk. Truly delaminated region corresponds to the indications of the C-scans. There are other regions of the outside disk diameter in the upper sections of the C-scans that indicate defect, but 120, 225 kHz testing and the visual inspection did not confirm any cracks or delaminations. This testing was performed to demonstrate the impact of the change of testing frequency. Based on the results, the higher testing frequency (225 kHz) had better resolution and smaller detectable defect, although it comes with the appearance of many unnecessary reflections. Thus, the 225 kHz is used for follow-up inspection and evaluation.

Minimum Detectable Defect Size

Previously prepared samples for the infra-red thermography with drilled flat-bottom holes of varying diameters and depths were used to determine minimum detectable defects. The samples were tested using 225 kHz point focused transducers. Figure 11 present the Specimen Group I samples used for inspection. The samples were placed into cut out holes in the Styrofoam to reduce the amount of signal by-passing the specimens to increase the uninfluenced inspected area. The resolution of the testing was set to 0.508 mm (0.02 in.) in x and y direction.

Figure 11: Specimen group I A-C-UT SS samples set up. Figure 12 comprises of C-scan images of received signal amplitude, the second is time of flight image and the third is the inverted image of the specimen from the receiver side. The defect locations and dimensions correspond to the front, the transmitter, side. The regions of lower amplitude may indicate delamination or porosity. In the case of TOF C-scans, the redder the resulting C-scan image, the more time the signal requires to pass through the specimen. The black encircled locations correspond to the defects on the sample. The defects are recognizable, but mostly due to the fact that the defect location is known. There is a resemblance of the surface pattern on the specimen and the blue lines pattern on the resulting C-scans. The blue lines, indicating lower amplitude regions may also be caused by low material density (without heat

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ASNT Fall Conference and Quality Testing Show 2009 [Columbus, OH, October 2009]: pp 165-173. Copyright 2009, 2011, American Society for Nondestructive Testing, Columbus, OH.

treatment), surface texture and fiber orientation. Furthermore, the roughness of the surface texture may cause uneven signal dispersion and the amount of signal that passes through the specimen may be influenced by this phenomena.

(a) SS1

(b) SS2

(c) SS3

Figure 12: C-scan image of Specimen Group I samples. The flat bottom drilled holes of do = 6.35 mm were visible in the SS1. To determine the defect one had to combine both, the signal amplitude and the time of flight (TOF) C-scans. The best results were obtained with the sample SS2. The main reason is the whole testing calibration and gate selection are base on sample SS2. The flat bottom drilled holes of 12.7 mm in diameter were clearly visible. The SS3 side drilled holes of 3.175 mm diameter were visible to some extent mainly due to their known location. There are also other low amplitude lines resembling the drilled defects that are probably caused by material properties, such as fiber orientation. The Specimen SS4 drew attention to signal by-pass around the edges of the tested specimen, which decreases the reliably tested area. Partially glued paper label in the left upper corner of the specimen formed additional interface that blocked the through transmitted signal. That resulted in the suggestion for future work in the effective signal by-pass blocker design. Specimen SS5 contained overlapping side drilled 6.35 mm diameter holes in different depths from the tested surface. The holes and overlaping areas are clearly visible on the amplitude C-scans. This result may also indicate that the detection of defect is not significantly influenced by the increasing depth from the surface of the specimens transmitter side. However, for side drilled holes defect, ultrasonic wave signal is easier by-pass in defect area in small diameter.

(d) SS4

(e) SS5

Testing on Thick Discs

The specimen 2 of Specimen Group II is a commercial carbon-carbon composite disc brake rotor with out heat treatment. The actual photograph of the experimental set up is shown in Figure 7. The disc was clamped to the test stand steel frame. The testing was divided into three sections. Sections 1 to 3 were tested first with certain overlapping area. The settings remained the same for all of the tested sections. The Styrofoam was attached from the outside diameter of the tested disc. It provided certain partial blockage of the by-passing signal. The signal amplitude C-scan of the section 1 and the corresponding photograph is shown in Figure 13.

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ASNT Fall Conference and Quality Testing Show 2009 [Columbus, OH, October 2009]: pp 165-173. Copyright 2009, 2011, American Society for Nondestructive Testing, Columbus, OH.

Figure 13: C-scan image image of II Sample Figure 13: C-scan of Specimen Specimen 2 2 of of Group Group II sample. The imbedded production defect was present in the section 1. The area is encircled in Figure 13. The tape labels The imbedded production defect was were present in the section 1.testing The area is encircled in Figure 13. The tape labels the inner on the inner section of the disc attached after the to ensure as precise measurement results ason possible. section of the disc were attached after the testing to ensure as precise measurement results as possible. There were no other There were no other visible defects present either on the friction surface or at the outside diameter circumferential visible defects either on the friction surface or the at the outside diameter circumferential area. The red regions within area. The present red regions within the friction area at signal Amplitude C-scan indicate higher amplitude regions and the friction area at caused the signal C-scan indicate amplitude regions and texture are probably caused by low material are probably by amplitude low material density (withhigher out heat treatment), surface and carbon fiber orientation. density (with 2 out heat treatment), surface texture and carbon fiber orientation. Section contained one through drilled Section contained one through drilled hole with the diameter of 6.35 mm. The2signal Amplitude C-scan indicates hole with the diameter 6.35 mm. Thethe signal amplitude C-scanand indicates the by-passing of the signal from the focused the by-passing of of the signal from focused transducers the reduction of the actually scanned area. Section 3 transducers and the reduction the actually scanned area. Section 3 mm. also contained through drilled hole with of thethe diameter also contained a through of drilled hole with the diameter of 6.35 There is a a blue region in the vicinity hole of 6.35 mm.the There a blue region inthe thex-axis vicinity of the holewas below 12defect in. number on the X-axis scale. was no below 12 is inch number on scale. There no the visual on the front side. The back There side revealed visual defect on the front side. The back side revealed a surface area with slightly different fiber orientation. Regions with not usual color were not visually different from the normal colored regions. The fiber orientation will definitely play a significant role in the signal penetration through the tested specimen. The circumferential lines and regions indicating amplitude changes on the signal amplitude C-scans may be also caused by the surface texture of the specimen, created by the machining process. There is a resemblance of the surface pattern on the specimen and the blue lines pattern on the resulting C-scans. The roughness of the surface texture may cause uneven signal dispersion and the amount of signal that passes through the specimen may be influenced by this phenomena.

CONCLUSION

Results of the section 3.1 testing showed that testing frequency of 120 kHz provides very transparent C-scans, but the resulting image was smoother with the 225 kHz frequency. Scanning increment step comparison was performed. The same disc section with delamination was C-scanned with 120 kHz frequency transducers with scanning step increment of 2.54 mm and 1.27 mm. The resulting images contain matching edges of the confirmed delamination and the resulting C-scan color texture of the disc was also very similar. However, the scanning speed of increment 2.54 is 4 times faster. The results of the section 3.2 indicated that the 12.7 mm diameter flat bottom drilled holes were reliably detectable using 225 kHz transducers. The flat bottom drilled holes and the side drilled holes of 6.35 mm in diameter were detectable on the final C-scan images of 225 kHz testing mainly due to the known locations of the defects. The vertical and horizontal blue lines, indicating lower amplitude regions on the signal amplitude C-scans may be also caused by material density (with out heat treatment), surface texture and fiber orientation of the specimen. There is a resemblance of the surface pattern on the specimen and the blue lines pattern on the resulting C-scans. Therefore, the material property and carbon fiber orientation are very important factor for air-coupled ultrasonic NDE. In order to increasing detectable ability, calibration is essential for measurement. Different

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ASNT Fall Conference and Quality Testing Show 2009 [Columbus, OH, October 2009]: pp 165-173. Copyright 2009, 2011, American Society for Nondestructive Testing, Columbus, OH.

sample material property should have different setting and calibration. Also, combination of the signal amplitude and the TOF C-scans is necessary for reliable defect detection. Results of the section 3.3 testing showed that the defect of 36.33 mm thick disk brake has been detected, even though the defect location was in the vicinity of the outer diameter, where the measured data were influenced by the by-passing signal. The effective by-pass signal blocker is necessary for increasing the scanned area around the edges without the influence of the by-passing signal. The simple air-paper-air-paper-air interface should be sufficient to decrease the by-passing signal below the present noise level.

Acknowledgments Reference

The authors thank the Center for Advanced Friction Studies, Southern Illinois University Carbondale and Center for Nondestructive Evaluation, Iowa State University in Ames, for their support and for acting as technical monitor. 1. Awasthi, S. and J.L. Wood, Ceramic Engineering Sci. Proc., 9(7-8), pp553. 1988. 2. Savage, G., Carbon-Carbon Composites Brake Materials. New York: Chapman & Hall Inc. 1993. 3.  Grandia, W.A., C.M. Fortunko, NDE Applications of Air-Coupled Ultrasonic Transducers, 1995 IEEE Ultrasonics Symposium, pp. 697-709. 1995. 4. Fitzer, E., Effect of Surface Treatment and Sizing of Carbon-Fibers on the Mechanical Properties of CFR, Thermosetting and Thermoplastic Polymers, Vol. 25, pp163-190. 1987. 5.  Ko, T.H., K.W. Hone, Changes in Microstructure and Mechanical properties of Stabilized Fiber Reinforced Phenolic Resin Composites During Pyrolysis to Carbon/Carbon Composites, SAMPE Journal, Vol. 28, pp 17-23. 1992. 6.  Im, K.H., D.K. Hsu, I.Y. Yang, Inspection of Inhomogeneities in Carbon/Phenolic Matrix Composite Materials Using NDE Techniques, Key Engineering Materials. Vols. 270 273, pp 1799-1805. 2004. 7.  Lee, J.H., S.W. Choi, K.S. Kim, J.H. Park and J.H. Byun, J.H, Nondestructive Characterisation of Carbon/Carbon Brake Disks Using Ultrasonics, 10th Asia-Pacific Conference on Non-Destructive Testing Conference Proceedings. 2001. 8.  Hsu, D.K. and D.J. Barnard, Inspecting Composites with Airborne Ultrasound: Through Thick and Thin, AIP Conference Proceedings, 820, pp. 991-998. 2006. 9. Miller, R.A., NDE Method for Carbon-Carbon Composite Disk Brakes Using Infrared Thermography, M.S. thesis, Southern Illinois University in Carbondale. 2008.

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