Generalities and description

• The turbine is located between the combustion

chamber and the nozzle

• The turbine is subjected to a flow of hot,

continuous gases at high temperature

• Directly impacted by very strong mechanical and

thermal stresses

• The function of the turbine is to transform the energy of the gas (kinetic energy) into mechanical energy in
order to drive the compressor and the accessories

• The turbine converts the potential energy contained in the burnt gas into mechanical energy by relaxation.
• Relaxation: thermodynamic transformation that reduces pressure.
 Generalities and description

The axial turbine is composed of:

a row of stationary vanes: stator or nozzle guide vanes.

a row of rotating fins: rotor or wheel.

Relaxation in the turbine is a natural phenomenon:

A turbine stage includes a row of stationary
The rate of vanes
relaxationand a rowunlimited.
is apparently of
Stationary grate
rotating fins. Stationary blade – stator. STATOR Movable grate
ROTOR
The stator is composed of an external casing on
which aerodynamic blades are installed in order to
form one or more stationary grates, sometime called
turbine distributor.

TURBINE STAGE = STATOR +Rotating

ROTOR fin – rotor.
FLOW
The rotor is composed of one or more discs on which
aerodynamic fins are installed in order to form
rotational grates which turn around the engine axis.
 Generalities and description
Stationary blade – stator.

is composed of an external casing on which aerodynamic

blades are installed in order to form one or more stationary
grates, sometime called turbine distributor.

Rotating fin – rotor.

Relaxation in the turbine is a natural phenomenon:

The rate of relaxation is apparently unlimited.

Stationary grate
Is composed of one or more discs on which aerodynamic
Stationary blade – stator. fins STATOR Movable grate
ROTOR
are installed in order to form rotational grates
The stator whichof turn
is composed an external casing on
which aerodynamic blades are installed in order to
around the engine axis. form one or more stationary grates, sometime called
turbine distributor.

Rotating fin – rotor.

FLOW
The rotor is composed of one or more discs on which
aerodynamic fins are installed in order to form
rotational grates which turn around the engine axis.
 Generalities and description
Relaxation in the turbine is a natural phenomenon:

The rate of relaxation is apparently unlimited.

It takes approximately 20 MW (106), the equivalent of 272 cars of 100 Cv, to Stationary grate
STATOR Movable grate
Stationary blade – stator.
ROTOR
drive a 10-stage HP compressor with a compression ratio of 15;
The stator is composed of an external casing on
which aerodynamic blades are installed in order to
form one or more stationary grates, sometime called
→ A single expansion stage is generally not sufficient for the driving of
turbine distributor.
compressors with high manometric ratios Rotating fin – rotor. FLOW
The rotor is composed of one or more discs on which
aerodynamic fins are installed in order to form
rotational grates which turn around the engine axis.
Similarly, a propeller or a fan requires driving by a turbine that is sufficiently
sized in diameter and in number of expansion stages. In this case, two, three
or four stage turbines are used.

The number of expansion stages depends on the energy to be supplied to the component being driven:
 1 to 2 turbine stages for 1 compressor with approximatively 10 stages through drawing 20% of the
energy from the combustion gases.
 4 to 5 turbine stages for 1 fan or propeller through drawing up to 80% of the energy from the
combustion gases.
 AXIAL TURBINE OPERATION PRINCIPLE

V1
S1

S2

V2

STATOR PARAMETER’S EVOLUTION ROTOR PARAMETER’S EVOLUTION

FLOW AROUND THE ROTOR FINE.

Ra
U
DIFFERENT TYPES OF TURBINES.

From a theoretical point of view, it exists two types of turbines. The difference between these two types of turbines is
located at the level of the shape of rotor blades.

 THE IMPULSE TURBINE. The shape of the rotor blade is symmetrical such that the inlet section of the inter-blade
channel is equal to the outlet section.

 THE REACTION TURBINE. The shape of the rotor blade is the same that in the stator but reversed. In this type of
turbine, the rotor inter-blade duct is a convergent channel too.
 THE IMPULSE TURBINE

Description and operation

• The stator inter-blade channels are convergent

ducts in which gases absolute speed increases and
the pressure decreases

• When the gases leave the stator ducts, the absolute

speed direction is deflected so that it is not parallel
to the turbine axis

• The rotor inter-blade ducts have the same surface

in the inlet section and the outlet section such that
speed and pressure don’t vary when gases circulate
through them

• The absolute speed is rectified and the direction is parallel to the turbine axis
 PROFILE BLADE LOADS OF AN IMPULSE TURBINE.

• On the stator blades, the aerodynamic force can be

decomposed into two components
• One axial component Fa headed backwards. This component
generates a torsion load on the blade
• One normal component Fn headed in the normal direction of
the engine axis. This component generates a flexion load on
the blade. ՜ ՜ ՜
𝑅𝑎 = 𝐹𝑡 + 𝐹𝑎

• On the rotor blade, due to the symmetrical shape of the blade, the aerodynamic force is
decomposed only in a normal flexion load force Fn.
՜ ՜
𝑅𝑎 = 𝐹𝑡

EXPANSION is complete in the STATOR, NO EXPANSION in the ROTOR.

The ENERGY RECOVERY is done entirely at the ROTOR.

ALL THE ENERGY IS USED TO CREATE TOTOR TURBINE ROTATION

 Effect of the elementary force Fn on the rotor.

For two opposite blades, it is possible to calculate the

elementary torque:
𝑇𝑅𝑛 = 𝐹𝑡 .d

d is the mean diameter of the wheel

The resultant torque TR is the sum of all the elementary torque:

𝑇𝑅 =  𝐹𝑡 . 𝑑

If k is the number or blade mounted on the disc, the

resultant torque is given by the following formula:

𝑘
𝑇𝑅 = . 𝐹𝑡 . 𝑑
2
 THE IMPULSE TURBINE

• The energy recovery entirely done at the level of the rotor permits to reach very high rotation speed for the
turbine/compressor assembly.

• This cinematic characteristic makes the

impulse turbine a component very well
suited and mainly used in low diameter gas
turbines such as apus and turboprops.

• up to 30 000 rpm for less than 30 cm for

the turbine diameter of the pt6 turboprop
engine.
 REACTION TURBINE.

Description and operation.

• The stator inter-blade channels are convergent ducts in

which gases absolute speed increases and the pressure
decreases.

• When the gases leave the stator ducts, the absolute

speed direction is deflected so that it is not parallel to
the turbine axis.

• The rotor inter-blade ducts have the same shape

that inter-blade ducts in the stator but reversed.

• The gases relative speed increases and the pressure

decreases. When the gases leave the rotor ducts, the
absolute speed is rectified and the direction is
parallel to the turbine axis.
 PROFILE BLADE LOADS OF A REACTION TURBINE.
՜ ՜ ՜
𝑅𝑎 = 𝐹𝑡 + 𝐹𝑎 k number or blade

𝑇𝑅𝑛 = 𝐹𝑛 .d

𝑇𝑅 =  𝐹𝑛 . 𝑑

𝑘
𝑇𝑅 = . 𝐹𝑛 . 𝑑
2

Energy recovery is PARTIALLY DONE at the level of the ROTOR.

Rotation speed for the TURBINE/COMPRESSOR ASSEMBLY is lower than in

the case of the IMPULSE TURBINE.
 REACTION TURBINE.

• The rotation speed is limited. The reaction turbine is well suited and used in
LARGE DIAMETER gas turbines (limitation of flow speeds) ….

• or using compressors with a LARGE

NUMBER OF STAGES, such as high
dilution ratio double flow turbojets.

• VIPER500 TURBOJET

❑ 8 compression stages

❑ 1 turbine stage

❑ Turbine diameter: 90 cm
CFM56 TURBOJET
❑ Rotational speed: 6500 RPM.
❑ 9 HPC stages ❑ Turbine diameter: 80 cm HPT

❑ 1 HPT stage ❑ 10 000 RPM < N2 < 12000 RPM

 Effect of the elementary force Fa on the compressor/turbine assembly.

• We have seen previously that the sum of the

elementary force Fat generates on the rotor
turbine a resultant axial force headed
backwards.

• In the lesson about axial compressor, we have seen

that the aerodynamic force on the rotor blade
generates an elementary force Fac headed forwards.
The sum of these elementary forces gives a thrust
load which pulls the rotor compressor forwards.
 Effect of the elementary force Fa on the compressor/turbine assembly.

• In theory these two axial forces are balanced

but in practice essentially due to the fan and
the great number of compressor stages, the
compressor axial force is greater than the
axial turbine force and the compressor/turbine
assembly undergoes a resultant force headed
forwards.

• To withstand this thrust load, the

compressor/turbine assembly is equipped of
ball bearings generally located in the forwards
part of the shaft at the level of the compressor.
 THE RATIO OF REACTION – THE DEGREE OF REACTION.

𝑂𝐻′
By definition, the ratio of reaction is the ratio between the energy of pressure lost in the rotor 𝜎=
𝐻𝐻′
and the energy of pressure lost in the stage.

IMPULSE TURBINE.

Equality of the relative speed: W2 = W3

𝑂𝐻′
𝜎= =0
𝐻𝐻′

EXPANSION WORK is entirely done in STATOR.

V2 very large
STATOR blade are very CONVERGENT and STRONGLY ARCHED

Ra is on the ROTATION PLAN

 MECHANICAL POWER is MAXIMUM
NO TORQUE LOSS on the turbine wheel
 THE RATIO OF REACTION – THE DEGREE OF REACTION.
REACTION TURBINE 𝑂𝐻′ 1
𝜎= =
𝐻𝐻′ 2

ROTOR EXPANSION = STATOR EXPANSION

𝑅𝑎 = 𝐹Ԧ𝑛 + 𝐹Ԧ𝑎

𝑅𝑎 > 𝐹Ԧ𝑛

AN AERODYNAMIC FORCE PART IS NOT TRANSFORMED AS TORQUE.

REACTION TURBINE DRIVE EFFICIENTY IS REDUCED.

AERODYNAMIC LOAD Ra PULL the TURBINE/COMPRESSOR ASSEMBLY in the REARWARD DIRECTION.

TURBINE RA ACTION is in part compensated by a similar force ACTING on the COMPRESSOR.

VERY USEFUL for engines using compressors with LARGE NUMBER of STAGES
 PRESSURE ENERGY LOST IN ROTOR, STATOR AND TURBINE STAGE.
V1 = V 3 H
A

GENERAL W3

IMPULSE TURBINE.
𝑂𝐻′ U
O
𝑂𝐻′ 𝜎=
𝜎= =0 𝐻𝐻′ V2
𝐻𝐻′ C
H’

W2
B

REACTION TURBINE
𝑂𝐻′ 1
𝜎= =
𝐻𝐻′ 2

𝑃2 − 𝑃3 = 𝜌. 𝑂𝐻 ′ . ∆𝑊 ROTOR
∆𝑃𝑅
𝑃1 − 𝑃2 = 𝜌. 𝑂𝐻. ∆𝑊 STATOR 𝜎=
∆𝑃𝑆𝑇
𝑃1 − 𝑃3 = 𝜌. 𝑈. ∆𝑊 STAGE
 GAS
TURBINE
ENGINE
LESSON
B1 CURSUS
SYNTHESIS

ROTOR

STATOR

Speed

Static pressure
 DIVERGENT FORM OF THE AXIAL TURBINE

𝜌3 . 𝑉3 . 𝑆3 = 𝜌4 . 𝑉4 . 𝑆4

𝑉3 = 𝑉4
𝑆3 𝜌4
=
𝜌3 . 𝑆3 = 𝜌4 . 𝑆4 𝑆4 𝜌3

𝜌4
𝑝4 < 𝑝3  𝜌4 < 𝜌3  𝜌3
<1

𝑆3
<1 DIVERGENT DUCT
𝑆4
 TURBINE/COMPRESSOR ASSEMBLY - COUPLING (ADAPTATION).

• In a turbo-reactor engine, the turbine and compressor are

mounted on the same shaft.

• The EFFICIENCY of the turbine/compressor assembly

depends on the choice of TURBINE relative to the
COMPRESSOR PERFORMANCES. The assembly thus
formed is driven by the following parameters:

 The POWER of the GASES in the outlet of the combustion

chamber is used to ROTATE the TURBINE.

 The rotational movement is transmitted by the SHAFT to

the compressor, which thus ENSURES the establishment of
the AIR FLOW.

 The air flow generated by the compressor takes energy at the

combustion chamber level. This energy is transformed in the 𝑄𝑎 . 𝑅𝑇1 𝑁. 𝐷
𝑄𝑎𝑟 = 𝑁𝑟 =
turbine into mechanical energy (Torque) in order to drive the 𝑃1 . 𝐷2 𝑅𝑇1
compressor and accessories.

FOR THE TURBINE/COMPRESSOR ASSEMBLY TO WORK EFFICIENTLY, IT IS COMPULSORY TO CHOOSE THE

TURBINE BEST SUITED TO THE COMPRESSOR'S PERFORMANCE.
 TURBINE OPERATING CURVES – RELAXATION RATIO CURVES.

• RPM of the turbine increases with the mass flow crossing the wind
tunnel. In order to control the RPM of the turbine and keep it at a
constant value, the turbine shaft is coupling with an adjustable breaking
device.

• Rotational speed is stabilized when the power provided by the turbine at 𝑄𝑎 . 𝑅𝑇3 𝑁. 𝐷
𝑄𝑎𝑟 = 𝑁𝑟 =
𝑃3 . 𝐷2 𝑅𝑇3
this speed is equal to the power absorbed by the break at that same
speed.
 ADAPTATION TURBINE/COMPRESSOR – OPERATING LINE (WORKING LINE).

TURBINE/COMPRESSOR COUPLE, COMPRESSOR = BREAK.

• COMPRESSOR absorbs a part of the TURBINE'S OVERLAY THE

ENERGY and the system stabilizes at a value depending on TWO NETWORKS

the gas mass flow crossing the assembly.

• REPEAT this operation for different rotational speeds: you
obtain the OPERATING LINE of the compressor/turbine
assembly.

EFFICIENCY COMPRESSOR/TURBINE ASSEMBLY

OPERATING LINE /BEST EFFICIENCY LINE

CLOSER

COMPRESSOR BEST EFFICIENCY

 CHOICE CRITERION OF WORKING LINE POSITION

• The operating line 2 corresponds to an

assembly with a new turbine. The
operating line is far away from the best
efficiency line.

• It doesn’t mean that the assembly

don’t work. It’s meaning that the in
this assembly the compressor doesn’t
operate at its best efficiency.
 SURGE LIMITATION: SURGE ZONE

IF THE MASS FLOW BECOMES TOO WEAK,

AERODYNAMIC STALL AND SURGING
APPEAR.

The manufacturers have to define an engine

operating line (working line) which defines the
characteristics of the compressor when it is
associated with a turbine.
By definition, The space between the working line
and the surging zone is called the surge margin.
 SURGING IN ALTITUDE

• COMPRESSOR OPERATION which is STABLE at low

altitudes may become INSTABLE ABOVE A CERTAIN
ALTITUDE for any rotational speed.
• Air viscosity variation with altitude: temperature and density
decrease.

• When air temperature becomes too low, the compressor

rotor blades stall earlier and surge risk increases.

VARIATION IN ALTITUDE CAUSES A

DISPLACEMENT OF THE SURGE LINE UP TO
THE WORKING LINE.

• Under strong conditions the SURGE LINE crosses the

working line and surge phenomenon could appear again
like in LOW-SPEED condition.
To avoid surging in altitude, manufacturers define an
• Due to this trouble, the engine manufacturer cannot choice aircraft “lift limit altitude” which is generally taken under
an operating line TOO CLOSE to the best efficiency line the threshold altitude for triggering the phenomenon in
of the compressor. order to never reach these critical flight conditions.
COMBUSTION LIMITATIONS : COMBUSTION ZONE.

RICH LIMIT EXTINCTION is located in the SURGING AREA.

WEAK LIMIT EXTINCTION occurs without ANY WARNING.
 SURGING IN ACCELERATION OR THERMAL OBSTRUCTION.

• The operation of the turbine/compressor assembly

is stable on the adaptive line. It is not possible to
make a regime change along this line

• The acceleration is done by increasing the torque

of the turbine by increasing the fuel flow

• The turbine/compressor assembly leaves the

stabilized regime point A on the adaptive line to
reach the stabilized regime point B on the adaptive
line by a succession of transient regime points

The trajectory of the transitional regime curves all

the more to the left as the increase in fuel flow is
significant.
 SURGING IN DECELERATION

• The trajectory of the transitional regime curves all the more

to the right as the decrease in fuel flow is significant.

• For a given line of adaptation, if the decrease in fuel flow is

too large, the transitional regime may meet the poor
extinction zone

Necessity to be able to control the fuel • SURGING the compressor

flow in order to avoid: • EXTINGUISHING the chamber.

 LIMITATION - ENGINE DEFINITION: POSITION OF THE WORKING LINE.

CASE 1: large surge margin - "NERVOUS" engine

 "Nervous" engine, the significant acceleration time is
lower than 1 second.
 Compressor with relatively low manometric ratios,
 High specific consumption.

Application: FIGHTER aircrafts in order to obtain large

MANEUVERABILITY in FIGHT FLIGHT configuration.

CASE 2: reduced surge margin - "SLOW" engine

 "Slow" engine: acceleration time could take up to 10
seconds
 Compressor with relatively high manometric ratios,
 Low specific consumption,
 Significant acceleration time: switching from idle to
maximum speed in about ten seconds.

Application: cargo or PASSENGER aircraft where strong accelerations are PROHIBITED for safety reasons.
 TECHNOLOGICAL STUDY OF THE TURBINE

Turbine rotor rotates very quickly in a very high temperature

environment:

 Rotation speed can reach 40,000 rpm.

 Turbine inlet temperature is between 1200 and 1300 °C on

modern engines.

The loads applied to turbine blade (stator) and fins (rotor) are
composed of:

 Mechanical loads.

 Thermal loads.

 Combined loads: mechanical load plus thermal load gives Due to its position just downstream the
creep load. combustion chamber, the turbine is by far the
 Stress from chemical origin. most fragile, sensitive assembly of the turbojet.
 LOADS UNDERGONE BY ROTOR FINS TURBINE.

Loads of mechanical origin

❖ The aerodynamic force applied on the rotor fins can be

decomposed into two components:

❑ Axial component Fa headed backwards. This component generates

a torsion load on the fins.

❑ Normal component Fn headed in the normal direction of the engine

axis. This component generates a flexion load on the fins.

❖ Centrifugal force effect: pulling (traction) stress.

The centrifugal force is applied along a guideline running from the foot to the end of the fin.

𝐹 = 𝑚. 𝜔2 . 𝑟
 Centrifugal force effect

The CENTRIFUGAL FORCE is a VERY STRONG FORCE in intensity.

To resist this type of stress, fins must:

• Be equipped with a mounting system on disc that is strong enough as a

“dovetail” shaped foot. → advantage of providing good distribution of the
stresses due to complex shape machining. The increase in the working surface
of this type of mounting at the same stress makes it possible to withstand very
high forces.

• As the main risk associated with centrifugal load is the breaking of parts, “dovetail” shaped foot

either at the foot or at the fin → They are made with materials of high
mechanical strength.

❖ Vibrations: Unbalanced, Heterogeneity of flow and Constitution of blades. Vibrations origin:

• Differences in speed and pressure due to the mask effect created by the stator blades on the flow around rotor fins.
• Heterogeneities in the disk structure turbine itself: when developing the engine, turbine discs must be balanced like a car
wheel.
❖ Load of Thermal origin.

Origin: gases from the combustion

chamber.

Due to the very high temperature of

the combustion chamber, the
temperature in the inlet of the turbine
can reach 1200 up to 1300 °C.

Theoretical distribution of temperature

on a turbine blade.

In order to protect the turbine casing, a

parabolic temperature profile is
generated in the outlet of the
combustion chamber.
 CREEP: COMBINED EFFECT OF THERMAL LOAD AND MECHANICAL LOAD.

Creep phenomenon results from the combined action of thermal load and mechanical load: in this case, the mechanical load
is due to the centrifugal force undergone by the rotor fins.

CREEP of a fin corresponds to a progressive

elongation in the direction of its height applied to a
temperature above 1/3 of its MELTING
TEMPERATURE, generating a PERMANENT AND
PLASTIC DEFORMATION of the fin.

The creep depends on:

 The intensity of the applied load,

 The temperature at which the load is applied,
 The time the load is applied.
 ELONGATION AND CONSTRAINT DIAGRAM DURING ONE TURBINE OPERATING CYCLE,

At the end of a working period, the elongation of the fin is in the secondary creeping zone.

The length decreases suddenly (instantaneous

recovering) and then gradually (delayed recovering)
but without regaining its initial length.

CREEPING EFFECT
can be compared to
HARDENING
EFFECT in the
TRACTION TEST
 Creeping cycles – successive recoverovers.

After several cycles of operation, the residual recoveries are added and lengths of the rotor fins lengthen.

The life time of a turbine rotor blades depends on the creep resistance of the materials used for their
design. The modification in time of the length of the rotor blades causes the reactor to deteriorate in
more or less long term.
 Conclusions about creep phenomenon.

• The turbine fins require materials having the characteristics to withstand the simultaneous stresses (mechanical and thermal)
over a long period of time: refractive materials required.

• Creep phenomenon involves the concept of an engine use cycle. A cycle is the use of engine during all the flight
phases from start-up up to a parked stop.

• A gas turbine fitted to long-haul aircraft will be less subject to creep, since it generally completes one to two cycles in 24
hours. These are called low fatigue cycles. On the other hand, a gas turbine fitted to a short-haul aircraft completes 8 to
10 cycles. This engine undergoes high fatigue cycles since the high stresses are more numerous and closer in the same
period.
• The main risk associated with creep is the breaking of the fin. The loss of a fin leads to a loss of efficiency of the turbine
stage and a mechanical imbalance. The imbalance thus can generate vibrations on the shaft which can be very large.
Loss of the fin in its path may damage others parts of the engine and cause severe damage, including the perforation of
the turbine casing that can lead to an engine fire.
 Conclusions about creep phenomenon.

It is imperative not to exceed a temperature value at the inlet of the turbine (especially the HP turbine) that constitutes a
technological limit which is now between 1200 °C and 1500 °C.

Since this temperature is a direct result of the amount of combustion gas burnt, the thrust or the maximum available power
is therefore limited by its maximum permissible value.
LOAD UNDERGONE STATOR TURBINE BLADE

❑ Loads of mechanical origin NO CENTRIFUGAL FORCE

❑ Load of Thermal origin.

NO CREEPING EFFECT
❑ Load of chemical origin.
The chemical stresses due to the acidity of the combustion
gases and of contaminants contained in air lead to corrosion.
Chemical stresses are favored by temperature rise.
The presence of dust, sand, unburned combustion products and
other small particles contained in the gas’s erosion alters the
surface state of profiles by making them rougher and less
efficient.

Despite careful refining, fuels contain a certain percentage of impurities. Some components of fins (Nickel)
associated with hot sulfur and phosphorus give products of less resistance (local crumbling of the fins).
Combustion gases at very high temperatures leads the hot oxidation of the profiles
HOW TO IMPROVE THE TURBINE PERFORMANCES?

Increasing the Turbine Inlet Temperature (TIT).

Due to the particular difficult conditions in which the turbines work and recover energy, their
design requires special care.

Manufacturers are looking for the best solutions for the turbine in order to handle and resist all
these constraints.

The developments of axial turbines in recent years show the constant evolution searched by the
manufacturers in order to increase the Turbine Inlet Temperature TIT.

Increasing TIT leads to:

 An increase in engine power therefore an increase in thrust.

 An increase in thermal efficiency and overall engine performance.

 HOW TO IMPROVE THE TURBINE PERFORMANCES?

Technological technics to increase TIT.

In order to reach very high operating temperatures, the manufacturers therefore use new technological solutions which
permit to the turbine components to withstand high stresses and creep, and thus minimize the risk of breakage.

Technological solutions that increase TIT are:

 Materials : development of refractory steel - High-alloy steels.

 Crystallization techniques: crystalline solidification of the turbine rotor and stator blades,

 Cooling techniques – LICENCE CURSUS B1 .

 Rotor/Stator clearance control device – LICENCE CURSUS B1 .

The choice of the MATERIAL in the turbine design depends of a large extent on basic MECHANICAL
CHARACTERISTICS: FRACTURE RESISTANCE, ELASTICITY MODULE, FATIGUE RESISTANCE AND
BEHAVIOR DURING HIGH TEMPERATURE CREEP.
In addition, other factors are of particular importance for endurance of the engine during in flight use: RESISTANCE TO
CORROSION and HOT OXIDATION and RESISTANCE TO EROSION BY IMPACTS.

The crystal structure of superalloys is typically FACE-CENTERED CUBIC (FCC) AUSTENITIC.

Examples of such alloys are HASTELLOY, INCONEL, RENE ALLOYS, NIMONIC, TMS alloys, and CMSX single
crystal alloys.

SUPERALLOY development has relied heavily on both CHEMICAL AND PROCESS INNOVATIONS.

OXIDATION or CORROSION resistance is provided by elements such as ALUMINIUM and CHROMIUM.

Superalloys are often CAST as a SINGLE CRYSTAL: boundaries grain may provide weak strength area at low
temperatures and thus decrease creep resistance.

The primary application for such alloys is in aerospace and marine turbine engines. Creep is typically the lifetime-limiting
factor in gas turbine blades.
REFRACTORY MATERIALS - TURBINE APPLICATION.

The materials used today are high-alloy steels known as refractory alloy, i.e., whose resistance
remains at high temperatures.
They are based on Nickel, Chromium and Cobalt addition components.

Type code: X xx NCK xx,xx,xx or Z xx NCK xx,xx,xx - High-alloy steels

Type code: X xx Ni,Cr,Co xx,xx,xx or Z xx Ni,Cr,Co xx,xx,xx - High-alloy steels

The variation in the percentages of the basic elements and the addition components allows for alloys
of different characteristics
REFRACTORY MATERIALS - TURBINE APPLICATION

HIGH-PRESSURE NOZZLE GUIDE VANE.

• X 50 NCKSM 55 - 25 - 15
LOW-PRESSURE NOZZLE GUIDE VANE. (Superalloy René 80 based on Nickel).

• X 50 NCK TMoW 60 - 14 - 10 - 5 - 4 – 4

TURBINE FINS/BLADES.

• René 80 : X 50 NCK 60-14-10 Turbine BP.

• René 77 : X 50 NCK 60 - 15 – 15 Turbine HP.
• René 41 : X 50 NCK 55 - 19 – 11
• Nimonic 90 : X 50 NCK TMoW 59 - 20 - 17

TURBINE DISC.

• Inconel : X 8 NCK 60 – 19
RENÉ 80: RENÉ 80 is a superalloy used to make TURBINE BLADES. X 50 Ni,Cr,Co 60-14-10

RENÉ 80 is a FOUNDRY ALLOY based on Nickel 60 %, Chrome 14 %, Cobalt 9,5 % and the following
components:Titanium 5 %, Molybdenum 4 %, Tungsten 4 %, Aluminium 3%, Bore and Zirconium as a trace.
It is characterized by excellent RESISTANCE TO CORROSION and HEAT OXIDATION 30% higher
than that of the conventional steels (U700) than the usual operating temperatures of Turbine blades,
which range from:
• 930 to 980 degrees Celsius for the METAL of the BLADES
• 1200 degrees to 1260 degrees Celsius for GAS entering the TURBINE.

In addition, THERMAL FATIGUE TESTS have shown that Rene 80 blades have a LIFESPAN 10 TIMES
LONGER than those of conventional steel.
INCONEL718 is a superalloy used to make TURBINE discs. X 8 Ni,Cr,Fe,Mb,Mo 58–20-5-3

The 718 alloy, a shade of nickel-chrome that can be hardened by precipitation, is a very robust superalloy used at
temperatures of up to 648 degrees Celsius.

With the addition of significant amounts of niobium, molybdenum, aluminum and titanium, the 718 Alloy has extremely
HIGH STRENGTH, excellent RESISTANCE TO CREEP FRACTURE and GOOD CORROSION resistance.

The Alloy 718 is hardened by precipitation to provide optimal robustness and high resistance to creep fracture. The alloy
can be supplied to the annealed state to improve usability, followed by appropriate thermal treatments. Capacity tests and
tests are carried out on samples that have already been hardened by precipitation.

The 718 Alloy demonstrates INCREDIBLE WELDABILITY and resistance to POST-WELDING CRACKING.

Its main applications are gas turbine components, aircraft engines, fasteners and other high-strength applications.
NIMONIC superalloy used for turbine fins: X 8 Ni,Cr,Co,Ti,Fe 58–18-18-2,2
NIMONIC is a registered trademark of Special Metals Corporation that refers to a family of nickel-based high-temperature low
creep superalloys. NIMONIC alloys typically consist of more than 50% nickel and 20% chromium with additives such
as titanium and aluminium.

The main use is in gas turbine components and extremely high-performance reciprocating internal combustion engines.

Due to its ability to withstand very high temperatures, NIMONIC is ideal for use in aircraft parts and gas turbine components
such as turbine blades and exhaust nozzles on jet engines, for instance, where the pressure and heat are extreme.

NIMONIC 263 was used in the combustion chambers of the Rolls-Royce/Snecma Olympus 593 used on
the Concorde supersonic airliner.

NIMONIC 75 has been certified by the European Union as a standard creep reference material.

NIMONIC 90: Ni 54% min, Cr 18–21%, Co 15–21%, Ti 2–3% and Al 1–2%

PIECE DESIGN: CRYSTALLIZATION.
Advantages of the two solutions:

❑ TIT increases: With these technic fins and blades can withstand
temperatures greater than 1500 °C, against 980 °C with superalloys.

❑ Increase creep resistance,

❑ Increases time-life of the fins and blades,

• Free solidification ≈ 2500 hours.

• Columnar solidification ≈ 5000 hours.

• Monocrystalline solidification ≈ 10000 hours.

❑ Permitted to decreases the air flow rate of cooling in the turbine,

❑ Increases the overall efficiency of the engine.

COOLING TECHNICS.

The role of cooling technic consists to evacuate the amount of heat accumulated in fins and protect the
blades from the hot gas leaving the combustion chamber.

The cooling of the hot parts of the engine and especially the turbine is achieved by taking air (stitching)
at the compressors (N1 or N2) of the engine.

The cooling of the turbine will focus on:

• The blade of the Nozzle Guide Vane – stator,

• The turbine fins – rotor,

• The turbine rotor disc,

• Casing turbine.

Turbine cooling - main components

 END

Thanks for your attention.