Wear 252 (2002) 264268

Failure of gas turbine blades

J.M. Gallardo , J.A. Rodrguez, E.J. Herrera
Grupo de Metalurgia e Ingeniera de los Materiales, E.S. de Ingenieros de la Universidad de Sevilla, Camino de los Descubrimientos s/n, 41092 Sevilla, Spain Received 9 March 2001; received in revised form 8 October 2001; accepted 5 November 2001

Abstract The rst-stage blades of a gas turbine had suffered a severe deterioration after around 10 500 h service. The expected service life was 40 000 h. Failure analysis (visual observations, studies by optical microscopy, scanning electron microscopy (SEM), SEM back-scattered electron (SEM-BSE), EDX, X-ray diffraction (XRD) and dimensional metrology) has been carried out. Blades, manufactured in the nickel superalloy CMSX-4, lost the protective coatings from their tips due to wear. Unprotected surfaces suffered high-temperature hot corrosion (Type-I corrosion). It is concluded that failure was mainly caused by an uneven clearance (out-of-line) between rotor and lining. 2002 Elsevier Science B.V. All rights reserved.
Keywords: Gas-turbine failure; Wear; Thermal expansion; Coating failure

1. Introduction The rst stage blades of a gas-turbine, belonging to a chemical plant, had deteriorated after nearly 10 500 h of service. The predicted service life was 40 000 h. The turbine runs with natural gas (methane) and ltered and cooled air. Three turbine blades and two pieces of the inner lining were received for study. These two pieces were attached originally to the xed cylindrical body of the turbine. They served as a gas-closure gasket of the failed rotor, and blade tips must slide slightly against them. One of these pieces, of blackish aspect, was incomplete. Some pictures of the turbine interior, analysis of the fuel gas, analysis of the cooling water used in the conditioning system of the intake air, and specications of the blade material, but not about its coating, were also provided. Finally, powdered samples, collected during the disassembly of the turbine, were submitted, too. Depending on the cause of the failure either the insurance company or the chemical company had to pay a bill of around 3 million dollars.

nearer to the leading edge. Some blades, such as the one in Fig. 1, experienced the perforation of the cooling chamber. Additional deterioration, in the form of small dark patches, in the upper half of the leading edge, may be detected also. Likewise, other surface deposits of varied colouration can be observed. Fig. 2, corresponding to a sector of the turbine lining, shows uneven wear, which may be due to friction with the blade tip. This friction may have generated the horizontal marks in the lining sector (Fig. 2). In addition, cracks running parallel to the turbine axis are present. The clearance between blade tips and the rotor lining was uneven, as can be inferred from photographs of the turbine interior (Fig. 3). There is virtually no gap between the xed and movable parts in the area indicated by an arrow. On the other hand, a different colouration, darker, is observed near the tip of the blades (Fig. 3). This colouring is probably due to overheating originated by friction. Fig. 4 shows the interior lining of the turbine body corresponding to the failed rotor stage. Unequal colourations, following the exit of hot gases from the rst stage vanes (stator), can be observed on the sectors of this lining. In addition, two black sectors, with a sooty appearance, are clearly visible.

2. Visual observations Fig. 1 illustrates the damage to the blades. Material loss at the tip of the blades is evident, being more severe coming
Corresponding author. Tel.: +34-954-487-304; fax: +34-954-460-475. E-mail address: josemar@cica.es (J.M. Gallardo).

3. Tests, results and discussion Several experimental tests, including optical microscopy, scanning electron microscopy (SEM), using both secondary (SE) and back-scattered electron (BSE) detectors, energy

0043-1648/02/$ see front matter 2002 Elsevier Science B.V. All rights reserved. PII: S 0 0 4 3 - 1 6 4 8 ( 0 1 ) 0 0 8 8 5 - 7

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Fig. 4. Interior lining of the turbine body. The two sectors pointed by arrows have a black colour.

Fig. 1. View of a failed blade.

Fig. 2. Localized wear and cracking in a lining sector.

dispersive spectroscopy (EDS), X-ray diffraction (XRD) and dimensional measurements, were carried out. 3.1. Material characterisation of blades and linings EDX chemical composition of one of the supplied blades, including the superalloy matrix and the protective coating, is displayed in Table 1. The blade composition complies with the requirements of the nickel superalloy CMSX-4, which is in agreement with specications for the blades. Optical

Fig. 3. Uneven clearance between blade tips and rotor lining. In the region pointed by the arrow there is no gap between blade and lining. Scale varies with the perspective.

microscopy shows a single-crystal (SX) microstructure. The blade material belongs to the so-called second generation of SX nickel superalloys. These alloys contain rhenium [1,2]. Re atoms dissolve preferentially in the matrix, retarding the over-ageing of the dispersed phase, and increasing the mist. In addition, Re atoms form small domains (clusters), of approximately 1 nm diameter, which act as barriers to the movement of dislocations. These clusters are more effective in improving creep resistance than isolated soluted Re atoms. Generally, superalloys are coated as protection against corrosion at high temperatures (hot corrosion). Concerning blade coating, Al, Ni, Co and Pt were detected by EDX (Table 1). No information about the specication for this coating was provided, but, according to the analysis results, it is a complex nickel aluminide. Platinum aluminide, or even plain electroplated platinum [39], reinforces the coating efciency. Analysis of the complete sector of lining (Table 1) indicates that it is the nickel-base superalloy MAR M-247. Microscopic examination reveals that the alloy is polycrystalline and it shows a cast structure. Referring to the coating of this lining sector (Table 1), analysis points toward an aluminide (MCrAlY, where M is Co and Ni). On the other hand, surprisingly, the material of the incomplete lining-sector (Table 1), i.e. one of the two sectors of sooty aspect in Fig. 4, has a different chemical composition. It is the polycrystalline Co superalloy MAR M-509. Thickness measurements of the two lining sectors, the complete and the incomplete ones, respectively, were carried out, concluding that both have the same thickness. The thermal expansion coefcient of the Co-base MAR M-509 superalloy is larger ( = 15.9 106 K1 ) than that of the Ni superalloy MAR M-247 ( = 14.8 106 K1 ). Therefore, friction between the two Co-base sooty lining-sectors and the blades should have been more intense than with the remaining Ni-base lining sectors. However, unexpectedly, Co-superalloy sectors have remained nearly un-worn. Frictional wear and impact wear in gas turbines are difcult to deal with by basic design arrangements [10]. In the present

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Table 1 EDX analysis of blades and lining-sectors. Typical specied compositions of superalloys CMSX-4, MAR M247 and MAR M-509 are also included Element Blades CMSX-4 Blade coating Complete lining-sector MAR M-247 Coating of complete sector Incomplete lining-sector MAR M-509 Coating of incomplete sector Al 5.3 5.6 13.6 4.4 5.5 7.9 Ti 1.0 1.0 0.5 1.2 1.0 Cr 6.5 6.5 3.6 8.3 8 18.0 23.2 23.5 25.5 Co 10.4 9 8.1 10.7 10 28.8 55.1 55 33.7 Ni 64.8 Bal. 55.4 62.6 Bal. 42.4 10.3 10 27.5 Hf 0.1 1.1 1.5 Ta 4.9 6.5 2.0 2.7 3 2.9 3.5 W 6.1 6 2.9 8.2 10 5.9 7 Re 0.8 3 12.4 Pt Mo 0.6 0.9 1.4 0.6 1.4 Others

0.2 12.4

Zr B,Zr, C Y Zr, Nb C, Zr Si

case, the unequal clearance between blades and lining, i.e. the out-of-line of rotor and lining, was due to a defective mounting. Nevertheless, the use of two lining sectors of a different material, with higher thermal expansion coefcient, did not ease the way to a premature failure promoted by wear, since these two sectors were placed where a large clearance existed. 3.2. Wear and decay of blades and linings Blades and linings exhibited diversely coloured, especially yellowish, reddish and brown-dark, surface deposits. EDX analysis of these deposits shows that they are rusty compounds of titanium, aluminium, iron, calcium and other elements. No explanation has been found to the presence of tin (3.3% Sn) in the surface deposits of the lining. Dark points, evenly distributed both in the blades and the linings, were detected by SEM (Fig. 5). They are very probably sodium sulphate, since EDX analysis revealed the presence of S and Na. This compound, along with cassiterite, jarosite, rutile, etc. was also identied (XRD) in the samples of powders picked up during opening of the turbine. Nevertheless, the most intense XRD picks belong to the sodium sulphate.

Some cracks were discovered in the blades , mainly near the leading edge. These cracks run parallel to the rusty area of the blade tip and were very close to the damaged zone. However, these cracks do not enter into the metallic matrix. Detachment of portions of the coating was also observed, probably caused by cracking and the pressure exerted by the volume increase of corrosion products. No cracks were detected far from the rusty zone. SEM-BSE examination of a lining sector surface reveals signs of coating having been torn away (Fig. 6), and it conrms the extensive wear visually observable (Fig. 2). Cracks are also present in the lining, running perpendicular to the scratching direction. They affect both the worn out area, at the right of Fig. 6, and the unaffected zone, at the left. Fig. 7 shows an iso-depth chart of the complete lining sector. Depth zero corresponds to the level of the original un-worn surface. Losses of thickness of up to 0.5 mm were detected. Comparing Figs. 2 and 7, it is evident that cracks run, approximately, perpendicular to the iso-depth lines, that points to a relationship between both phenomena. On the other hand, the incomplete Co-superalloy sector showed a lower degree of wear than the Ni-superalloy sectors, as mentioned above. Wear had not been severe enough to completely remove the coatings. The coatings, neverthe-

Fig. 5. Dark spots (sodium sulphate) uniformly dispersed on a blade surface.

Fig. 6. Cracks running through the whole width of a lining sector. The worn-out area is situated to the right, and the unnaffected zone, to the left.

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Fig. 7. Iso-depth chart showing wear of a lining sector along its length and width.

Fig. 9. Globular precipitates in the internal layer of corrosion products.

less, have suffered an intense oxidation, which penetrated in part into the superalloy substrate. Hence, the dark sooty appearance that the Co-superalloy sectors presented (Fig. 4). 3.3. Identication of the failure mechanism Additional microstructural studies were carried out to identify the failure mechanism. A section of the blade, parallel to its base, 3 mm apart from the blade-tip, was prepared. As can be seen in the SEM photomicrograph in Fig. 8, corrosion products consist of three layers: a thick external layer (larger than 500 m) and relatively compact; an intermediate poly-phase, porous layer (nearly 50 m thick); and an internal dealloyed layer decorated with globular precipitates. Fig. 9 (optical micrograph) and Fig. 10 (SEM micrograph) show, in more detail, the internal layer. The intermediate layer and the superalloy matrix are also visible.

SEM observations, using the BSE detector, as in Figs. 8 and 10, reveal that the interior layer has a grizzly tonality darker than the metallic matrix. A de-alloying effect, due to heavy elements precipitation, as globular compounds, could be responsible for the observed colour of the interior layer. EDX analysis of corrosion products indicates that the globular phases, in the internal layer, are mainly nickel and chromium sulphides. In the intermediate layer, the metals being present are Ni, Cr, Al, Ta, W and Co, arranged from higher to lower content. Sulfur and oxygen were also detected in the intermediate layer. Finally, the external layer is composed of Ni, Co, W and Al oxides. Table 2 shows semi-quantitative EDX analytical results. Oxygen content cannot be quantied. The morphology and general characteristics of the tornaway area of the blade tips are typical of a hot-corrosion attack of Type-I, i.e. high-temperature attack by sodium sulphate [1,9]. No data have been available about the exact temperature to initiate Type-I attack in CMSX-4 superalloy. Nevertheless, it is known that uncoated CMSX-4 alloy is very susceptible to this form of corrosion [11], mainly due

Fig. 8. Corroded blade region consisting of three layers: (I) a thick external oxide layer, (II) an intermediate poli-phase layer and, (III) an internal de-alloyed layer.

Fig. 10. The internal layer of corrosion products (intermediate dark grey zone) is de-alloyed.

268 Table 2 EDX analysis of corrosion products Element External layer Intermediate Globular phase of the internal layer Al 6.0 13.3 S

J.M. Gallardo et al. / Wear 252 (2002) 264268

Ti 0.9 1.7 5.0

Cr 6.0 16.2 16.5

Co 10.2 7.4 4.0

Ni 64.7 42.9 47.4

Hf

Ta 4.5 9.8 0.8

W 6.4 8.8 1.6

Re

Pt

Mo 0.8 0.7

Others Y, O O, S Y

22.9

0.7

to their low chromium (5% Cr) content and small titanium/ aluminum ratio (0.2). For comparison, in the alloy Udimet 710, containing 18% Cr and a Ti/Al ratio of 2.3, the Type-I attack begins at 760 C [12,13].

4. Conclusions Turbine-blade failure should be attributed to a mist between the rotor and the sectors of the lining, produced by defective mounting (poor alignment). This, in turn, gave place to a strong friction of the blades with some sectors of the turbine-case lining, situated on the side of minimal clearance. The bulk material of the blades was the single-crystal nickel superalloy CMSX-4. The lining sectors were made out of the polycrystalline nickel superalloy MAR M-247. Two lining sectors had a different chemical composition. They were made out of the polycrystalline cobalt superalloy MAR M-509. This superalloy has a higher coefcient of thermal expansion than the nickel superalloy. Nevertheless, these two sectors suffered a much lower degree of wear than the Ni-superalloy sectors, because they were located in a region of large clearance. This fact conrms the misalignment between rotor and lining. Blade tips, once the coating was worn out, suffered hot corrosion (Type-I high-temperature corrosion). This

corrosion could have taken place at a temperature higher than, about 760 C. Spotty attack by hot-corrosion was also observed in un-worn areas of the blades and lining. Nevertheless, the deterioration was very lean and localized. It seems that hot corrosion, caused by sodium sulphate, was not solely able to produce the observed failure. References
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