Recently, the use of graphene as a conductive nanofiller in the preparation of inorganic/polymer nanocomposites has attracted increasing interest in the aerospace field. The reason for this is the possibility of overcoming problems strictly connected to the aircraft structures, such as electrical conductivity and thus lightning strike protection. In addition, graphene is an ideal candidate to enhance the anti-corrosion properties of the resin, since it absorbs most of the light and provides hydrophobicity for repelling water. An important aspect of these multifunctional materials is that all these improvements can be realized even at very low filler loadings in the polymer matrix. In this work, graphene nanoflakes were incorporated into a water-based epoxy resin, and then the hybrid coating was applied to Al 2024-T3 samples. The addition of graphene considerably improved some physical properties of the hybrid coating as demonstrated by Electrochemical Impedance Spectroscopy (EIS) analysis, ameliorating anti-corrosion performances of raw material. DSC measurements and Cross-cut Test showed that graphene did not affect the curing process or the adhesion properties. Moreover, an increment of water contact angle was displayed.

There is a significant move away from the use of hexavalent chromium, Cr(VI), which is a mature, trusted, and relatively inexpensive treatment that has been used for many years by industry to reduce corrosion. Although Cr(VI) is effective at reducing corrosion, it poses a substantial health hazard. While there is a need to define a process that will be able to replace Cr(VI), the process must be able to provide the same level of corrosion protection currently provided by hexavalent treatments. In addition, it needs to do this without the associated environmental problems. This paper focuses mainly, but not exclusively, on the trivalent chromium pretreatment (TCP) and its commercially available variants. The TCP was developed by the Naval Air Systems Command (NAVAIR) and is used by the US military. The rationale for the focus of this paper is that in the near term, the aeronautics industry needs to move away from Cr(VI) towards a more benign commercially available chemical treatment that can help protect the aluminum alloys used by that industry. TCPs are currently available commercially and have undergone numerous tests by multiple organizations to establish their effectiveness in reducing corrosion of both bare and painted aluminum alloys.

Titania nanotubes are widely studied for their potential applications in several fields. In this paper, the electrochemical characterization of a dental implant, made of commercially pure titanium grade 2, covered by titania nanotubes, when immersed in Hank’s solution, is proposed. Few papers were found in the scientific literature regarding this topic, so a brief review is reported, concerning the use of some equivalent circuits to model experimental data. The analysis of results, obtained by using Electrochemical Impedance Spectroscopy, showed that: (i) a good correlation exists between the variation of E_corr and the estimated values of the charge transfer resistance for both the bare- and the nanotube-covered samples, (ii) the nanostructured surface seems to possess a more active behaviour, while the effect could be over-estimated due to the real extent of the surface covered by nanotubes, (iii) the analysis of the “n” parameter, used to fit the experimental data, confirms the complex nature of nanostructured layer as well as that the nanotubes are partially filled by compounds containing Ca, P and Mg, when immersed in Hank’s solution. The results obtained in this work give a better understanding of the electrochemical behaviour of the nanotubes layer when immersed in Hank’s solution and could help to design a surface able to improve the implant osseointegration.

Self-organized TiO₂ nanotube layer has been formed on titanium screws with complex geometry, which are used as dental implants. TiO₂ nanotubes film was grown by potentiostatic anodizing in H₃PO₄ and HF aqueous solution. During anodizing, the titanium screws were mounted on a rotating apparatus to produce a uniform structure both on the peaks and on the valleys of the threads. X-ray diffraction (XRD), Scanning electron microscopy (SEM), Energy dispersive X-ray (EDX) and electrochemical characterization were used to evaluate the layer, chemical composition and electrochemical properties of the samples. Aging in Hank’s solution of both untreated and nanotubes covered screw, showed that: (i) samples are covered by an amorphous oxide layer, (ii) the nanotubes increases the corrosion resistance of the implant, and (iii) the presence of the nanotubes catalyses the formation of chemical compounds containing Ca and P.

Article Environmental degradation of reinforced concrete structures was published on February 1, 2019 in the journal Corrosion Reviews (volume 37, issue 1).

This paper addresses the potential use of high-pressure cold spray (HP-CS) technology to produce a film of friction material onto a low-carbon steel substrate to allow its use as potential composite material for the stators and rotors of aircraft brake units. Namely, WC-Cr₃C₂-Ni, WC-Ni, WC-Co-Cr, Cr₃C₂-NiCr and WC-Co coatings were deposited by using HP-CS, for the purpose of creating high friction and wear resistance composite coatings onto a low-carbon steel substrate. Tribological (friction coefficient and wear rate) and thermal properties as well as coating hardness and adhesion to the low-carbon steel substrate were evaluated to assess the potential use of the coatings as brake surface materials. The tribological and adhesion properties were evaluated by using a pin-on-disk high-temperature tribometer at 450 °C and a scratch test, respectively, whereas coatings hardness was evaluated with a Rockwell C hardness tester. Results obtained show that all coatings exhibit high friction coefficients and low wear rates compared to the low-carbon steel substrate, good adhesion, and elevated microhardness. Furthermore, the WC-Co coating shows better microhardness and thermal properties, while the WC-Co-Cr coating exhibited a better friction coefficient. Unfortunately, it was not possible to quantify the wear resistance due to the elevated roughness of the coatings, but from the analysis carried out on the alumina counterpart of the tribometer, it can be concluded that all the coatings exhibited a very low wear rate. In fact, after the tribological tests, it emerged that the alumina counterpart was more abraded than the investigated coatings.