Deliverables Deposition of metallic coatings onto super alloy substrates using pulsed laser deposition techniques As part of it's contribution to this project Trinity College Dublin collaborated with and external contractor to study a pulsed laser deposition (PLD) technique for deposition of metallic coatings onto super alloy substrates. A super alloy called Rene 80 was used as target material and Silicon wafer was used as a substrate. High Repetition rate Nd:YAG lasers were used for the pulse deposition experiments. Deposition rates of about 1.8 microns/min (or about 100 microns per hour) were obtained with a target / substrate distance of about 25mm. Good adhesion and stoichoimetry of the deposited material was observed. Although the SCARF project team decided not to pursue this approach further, the results obtained were interesting. They contributed to an enhanced understanding both of the properties of super alloys and of the potential of the PLD technique for deposition of good quality metallic coatings at high deposition rates. The SCARF partners see PLD as a technique with potential, which is still at an earlier stage of development than magnetron sputtering for the kind of "build up" repair of superalloy materials of interest in this project. These results will be published in the scientific literature about 2 years after the end of the SCARF project. In that way these results will be used by the wider materials research community. A braze repair process for SX/DS alloys in Pratt & Whittney aero turbine engines MTU, a company based in Germany, is a world leader in the manufacture of components and modules of aero gas turbine engines, and also in component repair. It has close business relationships with Pratt & Whittney a major U.S. company and one of the world's leading gas turbine OEMs. Therefore MTU are well placed strategically for repair of components of P&W engines. Some of the most critical components of gas turbine engines are turbine blades and nozzle guide vanes (NGV's). These components, made of the highest quality Nickel super alloys, are very expensive. In recent years newer versions of these super alloys with enhanced high temperature properties, have entered service. These are single crystal (or SX) and directionally solidified (or DS) super alloys. The principal results of this project is a new braze repair process for repair of cracks in SX and DS super alloy componets of gas turbine engines. SIFCO is the principal owner of this result. By a consortium agreement, the result is available to the other members of the SCARF Consortium, including MTU, some of whom will exploit it in different market segments, or in different gas turbine engine applications. Because of its pre-eminent market position in the repair of P&W aero engine components, MTU will initially focus on the application of the new wide gap crack repair technology from the SCARF project to these engine type. (This does not exclude the possibilities of other applications to other gas turbines). After the completion of the SCARF project, once the properties of the SCARF braze repair system have been fully characterised, MTU will seek to have this new braze repair technology approved by the most appropriate method. It may be through the Pratt & Whittney approvals systems. Detailed test and characterisation data relating to the new braze process, and to the properties of the braze repaired component will be required. That is why the test and characterisation work carried out in the SCARF project is important. It provides much of the data, which will subsequently be required by the "approvals" body. When the necessary approvals have been obtained MTU will then be in a position to provide an improved repair service for its customers who until now do not have a satisfactory approved repair source for service damaged SX/DS components from P&W engines. The availability of a relatively cheap repair service for very expensive SX and DS turbine components, which have suffered crack damage during service, will confer major cost benefits to MTU's customers. MTU grows its business by continuously developing and marketing new, high performance gas turbines, and by reassuring it's customers that cost effective repair technologies exist for the critical engine components. An integral part of this is the ongoing provision to customers of new or improved repair options to prolong the service life of engine components at minimum cost. Hence the exploitation of this result will occur seamlessly as part MTU's ongoing business growth and development. A braze repair process developed for SX/DS alloys in Rolls-Royce gas turbine engines Rolls Royce, a UK based company, is a world leader in the manufacture of both aero and industrial gas turbine engines. Some of the most critical components of gas turbine engines are turbine blades and nozzle guide vanes (NGV's). These components, made of the highest quality Nickel super alloys, are very expensive. In recent years newer versions of these super alloys with enhanced high temperature properties, have entered service. These are single crystal (or SX) and directionally solidified (or DS) super alloys. One of the principal results of this project is a new braze repair process for repair of cracks in SX and DS super alloy componets of gas turbine engines. SIFCO is the principal owner of this result. By a consortium agreement, the result is available to the other members of the SCARF Consortium, including Rolls-Royce, some of whom will exploit it in different market segments, or in different gas turbine engine applications. Because of its pre-eminent market position in the repair of Rolls-Royce aero engine components, R-R will initially focus on the application of the new wide gap crack repair technology from the SCARF project to this engine type. (This does not exclude the possibilities of other applications to other gas turbines). After the completion of the SCARF project, once the properties of the SCARF braze repair system have been fully characterised, R-R will seek to have this new braze repair technology approved by it's own internal repair approvals systems. Detailed test and characterisation data relating to the new braze process, and to the properties of the braze repaired component will be required. That is why the test and characterisation work carried out in the SCARF project is important. It provides much of the data, which will subsequently be required by the "approvals body. When the necessary approvals have been obtained R-R will then be in a position to provide an improved repair service for its customers (operators and over haulers of R-R aero engines) who until now do not have a satisfactory approved repair source for service damaged SX/DS components from R-R engines. The availability of a relatively cheap repair service for very expensive SX and DS turbine components, which have suffered crack damage during service, will confer major cost benefits to R-R's customers. R-R grows its business by continuously developing and marketing new, high performance gas turbines, and by reassuring it's customers that cost effective repair technologies exist for the critical engine components. An integral part of this is the ongoing provision to customers of new or improved repair options to prolong the service life of engine components at minimum cost. Hence the exploitation of this result will occur seamlessly as part R-R's ongoing business growth and development. A sputtering technique for coatings on SX/DS super alloy materials The Materials Science Institute RWTH Aachen investigated a number of different approaches to the central aim of this project - i.e. how to repair crack damage to SX and/or DS materials in gas turbine engine components. The development of a new low Boron braze was one of the main results of this research. Another interesting result was the development of a vapour phase technique (a "Sputtering Technique") for depositing thick coatings onto Single Crystal and DS substrates. This technique uses CMSX4 targets as source material to deposit onto CMSX4 substrate. (and for DSR 142, mutatis mutandis). Deposition rates of 30-35 microns/hour were obtained, and coating thickness up to 150 microns are possible. These coatings have exactly the same chemical composition as the substrate material. They are homogenous, amorphous (or perhaps nano-crystalline) and have excellent adhesion. The results of preliminary thermal cycling and scratch testing are excellent. This sputtering technique is not suitable for crack repair. But is has the potential to be further developed into a "build up repair technology" for turbine blades and vanes that have lost some of their original dimensions in service or through coating stripping processes. A braze repair process designed for SX/DS alloys in CFMI gas turbine engines Some of the most critical components of gas turbine engines (widely used in aircraft and in other power generation applications) are turbine blades and nozzle guide vanes (NGV's). These components, made from highest quality Nickel super alloys, are very expensive. In recent years "Single Crystal" (or SX) and "Directionally Solidified" (or DS) versions of these materials have entered service. One of the most common forms of degradation of these materials in service is cracking due to thermal and mechanical fatigue. New part replacement can cost typically $5-10k per NGV. A satisfactory crack repair process (by brazing) would have the potential to extend the life of such components at about 20% of the cost of new part replacement. One of the principal results of this project is a new braze repair process for single crystal (SX) and directionally solidified (DS) super alloy componets of gas turbine engines. SIFCO is the principal owner of this result. By a consortium agreement, the result is available to the other members of the SCARF Consortium, some of whom will exploit it in different market segments, or in different gas turbine engine applications. Because of its strong market position in the repair of CFMI aero engine components, SIFCO will initially focus on the application of the result to this engine type. (This does not exclude the possibilities of other applications to other gas turbines). After the completion of the SCARF project, once the properties of the SCARF braze repair system have been fully characterised, SIFCO will seek approvals from relevant approving bodies in the aviation sector. Becoming an approved repair centre for a specific repair process to a specific component of a CFMI gas turbine engine is a very important step in the exploitation of this kind of technology. The approving body can be either an Engine Manufacturer (e.g. the CFMI company) or an Aviation Authority (e.g. the FAA in the USA). Both of these bodies will require detailed test and characterisation data relating to the new braze process, and to the properties of the braze repaired component. That is why the detailed test and characterisation work carried out in the SCARF project is so important. It provides much of the data, which will be required by the "approvals" body. When the necessary approvals have been obtained SIFCO will then be in a position to provide an improved repair service for its customers (operators and overhaulers of CFMI engines) who until now do not have an approved repair source for service damaged SX/DS components from CFM56 and related engines. The availability of a relatively cheap repair service for very expensive SX and DS turbine components, which have suffered crack damage during service, will confer major cost benefits to SIFCO's customers. SIFCO grows its business by continuously increasing the range of approved turbine component repair services it can offer to its customer base. Hence the exploitation of this result will occur seamlessly as part of SIFCO's ongoing business growth and development. Effect of brazing on the creep and low cycle fatigue properties of a single crystal superalloy Innogy plc has evaluated the effect of brazing on the microstructure and creep strength of the single crystal superalloy CMSX-4, used in industrial gas turbine blades and has also evaluated the low cycle fatigue properties of brazed joints in the alloy. A mechanistic understanding of the mechanism of microstructure degeneration and restoration during brazing has been gained and the limits on restoration of the low cycle fatigue strength by brazing have been determined. Innogy is a power generator and supplier of O&M services and will use these results to support its activities in the field of gas turbine refurbishment. The know-how will also enable Innogy to participate in future related R&D programmes. Searching for OpenAIRE data... There was an error trying to search data from OpenAIRE No results available
