Mechanical and Thermal Properties of Hybrid Fibre-Reinforced Concrete Exposed to Recurrent High Temperature and Aviation Oil

Hossain, Muhammad Monowar; Al‐Deen, Safat; Hassan, Kamrul; Shill, Sukanta Kumer; Kader, Abdul; Hutchison, W. D.

doi:10.3390/ma14112725

Cited by 12 publications

(9 citation statements)

References 46 publications

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“…Some researchers [27][28][29] reported that spalling in high-strength concrete occurred when subjected to very high temperatures. Generally, up to 200 • C, concrete does not suffer any spalling damage.…”

Section: Concrete Spallingmentioning

confidence: 99%

“…C-S-H gel and related silicate paste represented by the Si-O bond are seen at a noticeable broad peak of 1005 cm −1 [38,40]. Finally, the quartz components' crystalline phase was detected at the peaks at 693 and 646 cm −1 [20,25,27]. Significant changes were observed in pumice and perlite at 0 and 80 cycles in peak height, shifting of position or total disappearance due to repeated exposure to high temperatures and HC fluids.…”

Section: Ftir Analysis Of Lwac Samplesmentioning

confidence: 99%

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Resistance of Concrete with Various Types of Coarse Aggregate to Coupled Effects of Thermal Shocks and Chemicals

Hossain,

Al-Deen,

Shill

et al. 2024

Materials

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Rigid pavements at military airfields experience surface deterioration within 6–18 months of construction. The cause of this degradation is mainly due to combined exposure to repeated heat shocks from jet engine exhaust and spilled aviation oils (hydrocarbons). Surface degradation occurs in the form of disintegration of aggregates and cement paste into small pieces that pose severe risks of physical injury to maintenance crews or damage to an aircraft engine. Since coarse aggregates typically occupy 60–80% of the concrete volume, aggregates’ thermal properties and microstructure should play a crucial role in the degrading mechanism. At high temperatures, concrete with lightweight aggregates is reported to have better performance compared to concrete with normal-weight aggregate. Thus, the present study carried out a detailed investigation of the mechanical and thermal performance of lightweight aggregate concrete exposed to the combined effects of high temperatures and hydrocarbon oils simultaneously. To replicate harsh airfield operating conditions, standard-sized concrete cylinders were exposed to elevated temperatures using an electric oven. Additionally, a mixture of equal parts of aircraft engine oil, hydraulic oil, and kerosene was applied before each exposure to high temperatures. To identify the resistance of different concrete with various lightweight coarse aggregates, pumice, perlite, lytag (sintered fly ash), and crushed brick were used as lightweight coarse aggregates in concrete. Also, basalt aggregate concrete was used as a reference. After curing, cylinders were tested for the ultimate strength. Later, after every 20 cyclic exposures, three cylinders from each aggregate type were tested for residual comprehensive strength, thermal, chemical, and microstructural (SEM) properties. Overall, concrete with crushed brick aggregate and lytag used in this study showed superior resistance to the simulated airfield conditions. The findings of this study will provide valuable insights to select an appropriate coarse aggregate type for military airfield pavement construction, aiming to effectively minimize surface spalling.

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Section: Concrete Spallingmentioning

confidence: 99%

Section: Ftir Analysis Of Lwac Samplesmentioning

confidence: 99%

Resistance of Concrete with Various Types of Coarse Aggregate to Coupled Effects of Thermal Shocks and Chemicals

Hossain,

Al-Deen,

Shill

et al. 2024

Materials

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“…To an increased extent, the destructive effects of aircraft are recorded at military airports. In [ 46 ] the authors note the risk of regular hydrocarbon exposure, extreme thermal shocks, and repetitive loads. The paper [ 47 ] presents the results of research on the possibility of using hybrid fibers to protect the pavement against spalling damage.…”

Section: Introductionmentioning

confidence: 99%

Airport Cement Concrete with Ceramic Dust of Increased Thermal Resistance

Linek

2022

Materials

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The impact of aircraft on airport pavements is varied and closely related to their operational durability. The article presents the impact of the annealing process related to the forced impact of airplanes on airport pavements. The composition of cement concrete with ceramic dust, which is characterized by increased thermal resistance, has been proposed. Two research cycles were programmed, differentiated by the annealing scheme and the way in which the temperature influences the annealing time. Samples stored at a temperature of 20 ± 2 °C were subjected to testing. The tests were carried out for two diagrams: A and B. The first—diagram A—included the continuous impact of the flue gas stream on the samples for a period of 350 min with a test step every 25 min. For the second—diagram B—the samples were alternately heated (1 min) and cooled (15 min). The influence of the proposed pavement mix on changes in the internal structure of cement concrete and the increase in its resistance to high temperatures was determined. In the microstructure of the CC-1 concrete matrix, it was found that there were plate-granular portlandite crystals up to 10 µm in size and ettringite crystals with a length of 8 µm. In the CC-2 concrete, the ettringite crystals were less numerous and had a length of up to 5 µm, there were also continuous contact zones between the aggregate grains and the cement matrix (diagrams A). The alternating annealing/cooling (diagram B) resulted in the ettringite crystals in the CC-1 matrix being up to 10 µm long, and in the CC-2 concrete up to 7 µm long. The contact zone between the aggregate grain and the matrix in CC-2 concrete was continuous, and the microcracks in CC-1 concrete were up to 8 nm. Regardless of the heating diagram, in the surface zone, there were larger microcracks in the CC-1 concrete than in the CC-2 concrete. For diagram A they were 14 µm and 4 µm and for diagram B they were 35 µm and 5 µm, respectively. It was found that concrete with ceramic dust is characterized by a lower and more stable temperature increase. In scheme A, the average temperature increase on the heated surface ranged from 46 °C to 79.5 °C for CC-1 concrete, and from 33.3 °C to 61.3 °C for CC-2 concrete. However, in scheme B, the temperature after 350 heating cycles for CC-1 concrete increased to 129.8 °C, and for CC-2 concrete to 116.6 °C. After the cooling period, the temperature of CC-1 and CC-2 concrete was comparable and amounted to 76.4 C and 76.3 °C, respectively. CC-2 concrete heats to lower values, and favorable changes in internal structure translate into higher strength and durability (after 350 heating cycles according to scheme A, the strength of CC-1 concrete was 67.1 MPa and of CC-2 concrete 83.9 MPa, while in scheme B, respectively, 55.4 MPa for CC-1 and 75 MPa for CC-2).

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“…As reported, the F/A-18 aircraft's exhaust can heat the surface of concrete pavement to 175 • C in 10-12 min [1][2][3]. Consequently, the Portland cement (PC) concrete pavements at airbases worldwide have been suffering rapid surface degradation, which is termed as scaling of surface [1][2][3][4][5][6]. As stated, surface scaling is a detachment of aggregates and/or small pieces of hardened cement mortar from the top surface due to the combined action of synthetic hydrocarbon oils and repeated thermal exposures [3,5].…”

Section: Introductionmentioning

confidence: 99%

Resistance of Geopolymer, Epoxy and Cement Mortar to Hydrocarbon-Based Synthetic Engine Lubricant, Hydraulic Fluid, Jet Fuel and Elevated Temperatures

Shill

Al‐Deen

Ashraf

et al. 2022

Construction Materials

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Due to routine maintenance of aircraft on the concrete pavement at army airbases, a large part of the pavement surface is often found saturated with different hydrocarbon-based oil, fuel, and fluid. In addition, the pavement concrete is subjected to the aircraft’s exhaust temperature during operation. This study examined the resistance ability of 3 different cementitious materials: (i) epoxy, (ii) fly ash (FA) based geopolymer with various alkali to fly ash (AL/FA) ratios and (iii) Portland cement (PC) mortar under a simulated airfield circumstance. The mortar specimens were repetitively exposed to a mixture of synthetic engine oil, hydraulic fluids, jet fuel and elevated temperatures (175 °C) for 5 months simultaneously. During the exposures, geopolymer and PC mortar both suffered saponification. The degree of saponification of geopolymer samples is found to be highly reliant on the AL/FA ratios. On the contrary, the epoxy mortar was found to be resistant to saponification. It was also found that the PC mortar developed numerous thermal cracks but epoxy and geopolymer did not experience any visual thermal cracks under the same conditions.

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Mechanical and Thermal Properties of Hybrid Fibre-Reinforced Concrete Exposed to Recurrent High Temperature and Aviation Oil

Cited by 12 publications

References 46 publications

Resistance of Concrete with Various Types of Coarse Aggregate to Coupled Effects of Thermal Shocks and Chemicals

Resistance of Concrete with Various Types of Coarse Aggregate to Coupled Effects of Thermal Shocks and Chemicals

Airport Cement Concrete with Ceramic Dust of Increased Thermal Resistance

Resistance of Geopolymer, Epoxy and Cement Mortar to Hydrocarbon-Based Synthetic Engine Lubricant, Hydraulic Fluid, Jet Fuel and Elevated Temperatures

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