STATE-OF-THE-ART SURVEY ON HOT CORROSION IN MARINE GAS TURBINE ENGINES

1965 ◽  
Vol 77 (6) ◽  
pp. 859-869 ◽  
Author(s):  
G. J. DANEK
Keyword(s):  
Gas Turbine ◽  
Hot Corrosion ◽  
State Of The Art ◽  
Turbine Engines ◽  
Gas Turbine Engines

scholarly journals Experience With the TF40B Engine in the LCAC Fleet

1992 ◽  
Author(s):  
Edward M. House
Keyword(s):  
Gas Turbine ◽  
Hot Corrosion ◽  
Compressor Blade ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Improvement Program ◽  
Air Cushion ◽  
Engine Components ◽  
Carbon Erosion ◽  
The U.S

Four Textron Lycoming TF40B marine gas turbine engines are used to power the U.S. Navy’s Landing Craft Air Cushion (LCAC) vehicle. This is the first hovercraft of this configuration to be put in service for the Navy as a landing craft. The TF40B has experienced compressor blade pitting, carbon erosion of the first turbine blade and hot corrosion of the hot section. Many of these problems were reduced by changing the maintenance and operation of the LCAC. A Component Improvement Program (CIP) is currently investigating compressor and hot section coatings better suited for operation in a harsh marine environment. This program will also improve the performance of some engine components such as the bleed manifold and bearing seals.

Inlet Fogging of Gas Turbine Engines: Part A — Theory, Psychrometrics and Fog Generation

2000 ◽  
Author(s):  
Cyrus B. Meher-Homji ◽  
Thomas R. Mee
Keyword(s):  
Gas Turbine ◽  
Air Temperature ◽  
Gas Turbines ◽  
State Of The Art ◽  
Ambient Air ◽  
Process Industry ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Strong Function ◽  
Turbine Output

Gas Turbine output is a strong function of the ambient air temperature with power output dropping by 0.3–0.5 % for every 1°F rise in ambient temperature. This loss in output presents a significant problem to utilities, cogenerators and IPPs when electric demands are high during the hot months. In the petrochemical and process industry, the reduction in output of mechanical drive gas turbines curtails plant output. One way to counter this drop in output is to cool the inlet air. The paper contrasts the traditional evaporative cooling technique with direct inlet fogging. The state of the art relating to fog generation and psychrometrics of inlet fogging are described.

Evaluation of Alternate High Temperature Coatings to Improve Hot Corrosion Resistance in a Shipboard Environment

2009 ◽  
Author(s):  
David A. Shifler ◽  
Dennis M. Russom ◽  
Bruce E. Rodman
Keyword(s):  
High Temperature ◽  
Gas Turbine ◽  
Corrosion Fatigue ◽  
Hot Corrosion ◽  
Turbine Engines ◽  
Type I ◽  
Gas Turbine Engines ◽  
Type Ii ◽  
Turbine Engine ◽  
Type Ii Hot Corrosion

501-K34 marine gas turbine engines serve as auxiliary power sources for the U.S. Navy’s DDG-51 Class. It is desired that 501-K34 marine gas turbine engines have a mean time between removal of 20K hours. While some engines have approached this goal, others have fallen significantly short. A primary reason for this shortfall is hot corrosion (Type I and Type II) damage in the turbine area (more specifically the first row turbine hardware) due to both intrusion of salts from the marine air and from sulfur in the gas turbine combustion fuel. The Navy’s technical community recognizes that engine corrosion problems are complex in nature and are often tied to the design of the overall system. For this reason, two working groups were formed. One group focuses on the overall ship system design and operation, including the inlet and fuel systems. The second, the corrosion issues working group, will review the design and performance of the turbine itself and develop sound, practical, economical, and executable changes to engine design that will make it more robust and durable in the shipboard operating environment. Metallographic examination of unfailed blades removed from a marine gas turbine engine with 18000 operating hours showed that the coating thickness under the platform and in the curved area of transition between the platform to the blade stem was either very thin, or in a few cases, non-existent on each unfailed blade. Type II hot corrosion was evident at these locations under the platform. It was also observed that this corrosion under the platform led to corrosion fatigue cracking of first stage turbine blades due to poor coating quality (high porosity and variable thickness). Corrosion fatigue cracks initiated at several hot corrosion sites and had advanced through the stems to varying degrees. Cracking in a few blades had advanced to the point that would have led to premature blade failure. Low velocity, atmospheric-pressure burner-rig (LVBR) tests were conducted for 1000 hours to evaluate several alternative high-temperature coatings in both Type I and Type II hot corrosion environments. The objectives of this paper are to: (1) report the results of the hot corrosion performance of alternative high temperature coating systems for under the platform of the 1st stage blade of 501-K34 gas turbine engine, (2) compare the performance of these alternative coating systems to the current baseline 1st stage blade coating, and (3) down select the best performing coating systems (in terms of their LVBR hot corrosion and thermal cycling resistance) to implement on future 501-K34 first stage blades for the Fleet.

Working Group Activities of AGARD Propulsion and Energetics Panel

1993 ◽  
Author(s):  
Ahmet S. Ucer
Keyword(s):  
Gas Turbine ◽  
Working Group ◽  
State Of The Art ◽  
The State ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Specific Topic ◽  
Experimental Knowledge ◽  
Group Activities ◽  
Working Groups

One of the major activities of AGARD Panels is to form working groups which assemble experts who work on the particular subject for two or three years. As a result of the work an Advisory Report is published which compiles the state of the art knowledge on the chosen specific topic. This paper explains the philosophy and procedures adopted during the formation of working groups of the Propulsion and Energetics Panel. Working groups concerning gas turbine technologies are presented. The selected working groups aim to improve the computational and experimental knowledge which would lead to the design of advanced aero gas turbine engines. Objective, scope, procedure, and important results of each Working Group will be explained. Working groups which were active during 1980’s and which are presently active are covered.

scholarly journals Sensor and Actuator Needs for More Intelligent Gas Turbine Engines

2010 ◽  
Author(s):  
Sanjay Garg ◽  
Klaus Schadow ◽  
Wolfgang Horn ◽  
Hugo Pfoertner ◽  
Ion Stiharu
Keyword(s):  
Gas Turbine ◽  
State Of The Art ◽  
Life Time ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Defense Acquisition ◽  
Sensors And Actuators ◽  
Efficient Operation ◽  
Aerospace Research ◽  
Advanced Technologies

This paper provides an overview of the controls and diagnostics technologies, that are seen as critical for more intelligent gas turbine engines (GTE), with an emphasis on the sensor and actuator technologies that need to be developed for the controls and diagnostics implementation. The objective of the paper is to help the “Customers” of advanced technologies, defense acquisition and aerospace research agencies, understand the state-of-the-art of intelligent GTE technologies, and help the “Researchers” and “Technology Developers” for GTE sensors and actuators identify what technologies need to be developed to enable the “Intelligent GTE” concepts and focus their research efforts on closing the technology gap. To keep the effort manageable, the focus of the paper is on “On-Board Intelligence” to enable safe and efficient operation of the engine over its life time, with an emphasis on gas path performance.

Performance Evaluation of High Temperature Coatings for Hot Section Turbine Components

2005 ◽  
Author(s):  
David A. Shifler ◽  
Dennis M. Russom ◽  
Bruce E. Rodman
Keyword(s):  
High Temperature ◽  
Gas Turbine ◽  
Hot Corrosion ◽  
Gas Turbine Engine ◽  
Turbine Engines ◽  
Type I ◽  
Gas Turbine Engines ◽  
Type Ii ◽  
Power Sources ◽  
Turbine Engine

501-K34 marine gas turbine engines serve as auxiliary power sources for the U.S. Navy’s DDG-51 Class ships. It is desired that 501-K34 marine gas turbine engines have a mean time between removal of 20K hours. While some engines have approached this goal, others have fallen significantly short. A primary reason for this shortfall is hot corrosion (Type I and Type II) damage in the hot section turbine area due to both intrusion of salts from the marine air and from sulfur in the gas turbine combustion fuels. Previous metallographic examination of several unfailed blades removed from a marine gas turbine engine after 18000 operating hours showed that the coating thickness under the platform and in the curved area of transition between the platform to the blade stem was either very thin, porous, and in a few cases, non-existent on each unfailed blade. Type II hot corrosion was evident at these locations under the platform. Corrosion fatigue cracks initiated at several hot corrosion sites and had advanced through the blade stems to varying degrees. Cracking in a few blades had advanced to the point that blade failure was imminent. The objectives of this paper are to: (1) report the hot corrosion results of alternative high temperature coating systems on Alloy M247 and Alloy 792 for hot section components of the 501-K34 gas turbine engine using a low velocity, atmospheric-pressure burner-rig (LVBR), (2) compare and rank hot corrosion performance of these coatings systems to the baseline coating/substrate system (2) down select the best performing coating systems (in terms of LVBR hot corrosion and thermal cycling resistance) to implement on future hot section components in the 501-K34 engine for the Fleet.

scholarly journals Gas Turbine Condition Monitoring and Prognosis: A Review

2011 ◽  
Vol 2-3 ◽  
pp. 694-699
Author(s):  
Sha Sha Wang ◽  
Wei Min Wang ◽  
Yong Qiang Shi ◽  
Ya Zhang
Keyword(s):  
Mechanical System ◽  
Gas Turbine ◽  
Condition Monitoring ◽  
Future Development ◽  
State Of The Art ◽  
Maintenance Cost ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Heavy Vehicles ◽  
Industrial Plants

Gas-turbine engines are critical to the operation of most industrial plants, aircraft and heavy vehicles. Condition monitoring is essential to mastering mechanical system running status, improving operation reliability, and reducing maintenance cost. This paper reviews state-of-the-art gas turbine condition monitoring, puts forward the pending problems and predicts future development in the field. Three main advanced methods are introduced briefly in the end.

Production of Integrally-Cast Airfoil Components for Small Gas-Turbine Engines

1962 ◽  
Author(s):  
J. H. Boyle
Keyword(s):  
Gas Turbine ◽  
Present State ◽  
Investment Casting ◽  
State Of The Art ◽  
Casting Process ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Pattern Production ◽  
Final Inspection

This paper presents a review of the progress made by the investment casting foundries in producing integrally-cast airfoil components for small gas-turbine engines. The casting process, from pattern production to the final inspection operations, is discussed in detail. Suggested dimensional tolerances, based on the present state of the art, are included. Finally, the properties and casting characteristics of various alloys commonly used for internal components are presented.

Evaluation of Alternative High Temperature Coatings to Improve Hot Corrosion Resistance in a Shipboard Environment

2003 ◽  
Author(s):  
David A. Shifler ◽  
Dennis M. Russom ◽  
Bruce E. Rodman
Keyword(s):  
High Temperature ◽  
Gas Turbine ◽  
Hot Corrosion ◽  
Turbine Engines ◽  
Type I ◽  
Gas Turbine Engines ◽  
Type Ii ◽  
Low Velocity ◽  
Power Sources ◽  
Turbine Engine

501-K34 marine gas turbine engines serve as auxiliary power sources for the U.S. Navy’s DDG-51 Class. It is desired that 501-K34 marine gas turbine engines have a mean time between removal of 20K hours. While some engines have approached this goal, others have fallen significantly short. A primary reason for this shortfall is hot corrosion (Type I and Type II) damage in the turbine area (more specifically the first row turbine hardware) due to both intrusion of salts from the marine air and from sulfur in the gas turbine combustion fuels. In order to improve the durability of hot section components with more corrosion resistant coatings, low velocity, atmospheric-pressure burner-rig (LVBR) tests were conducted for up to 2000 hours to evaluate several alternative high-temperature coatings in both Type I and Type II hot corrosion environments. The objectives of this paper are to report the results of: (1) the hot corrosion performance of these alternative high temperature coating systems for the 1st stage vane of a given gas turbine engine; (2) compare the performance of these alternative coating systems to the current, baseline 1st stage vane coating and (3) downselect the best performing coating systems (in terms of their LVBR hot corrosion and thermal cycling resistance) to install as rainbow arrays into the first stage vanes of several engines for Fleet evaluation.

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