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Lm2500 High Pressure Turbine Blade Refurbishment

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Lm2500 High Pressure Turbine Blade Refurbishment THE AMERICAN SOSETY OF MECHANICAL ENGINEERS 345 E. 47th St, Now York, N.Y. 10017 96-GT214 - ..0 The Society shall not be responsible for statements or opinions advanced In papers or discussion at meetings of the Society or of its Divisions or : Sections, or printed in its publications. Discussion Is printed only If the paper is published in an ASME Journal. Authorization to photocopy 0 material for internal or personal use under circumstance not falling within the fair use provisions of the Copyright Act is granted by ASME to libraries and other users registered with the Copyright Clearance Center (CCC) Transactional Reporting Service provided that the base fee of • $0.30 per page is paid directly to the CCC, 27 Congress Street, Salem MA 01970. Requests for special permission or bulk reproduction shoukf be ad- , dressed to the ASME Tedmical Pubrsleng Department Copyright C 1996 by ASME All Rights Reserved Printed In U.S.A.._ , LM2500 HIGH PRESSURE TURBINE BLADE REFURBISHMENT Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1996/78736/V002T03A003/2406979/v002t03a003-96-gt-214.pdf by guest on 28 September 2021 1111111111I III VIII Matthew J. Driscoll Peter P. Descar Jr. Naval Surface Warfare Center Naval Surface Warfare Center Philadelphia, Pennsylvania Philadelphia, Pennsylvania Gerald B. Katz Walter E. Coward Naval Surface Warfare Center Naval Sea Systems Command Philadelphia, Pennsylvania Washington DC ABSTRACT were not segregated, their relevant historical data was lost when As a cost savings measure, aircraft engine users often have hot the blades were stored. Because these blades came from several section components reconditioned and re-installed during engine different ship classes, the lost information includes total operating rebuilds and overhauls. This paper discusses the United States hours/blade, power operating profile and type of inlet filtration Navy's test program to determine the risk/reward potential of system used for a given ship class. Although the detailed history refurbishing LM2500 high pressure turbine (FIPT) blades. In a of each blade is unknown, the following generalizations can be parallel effort, various marinized HPT blade coatings will be tested made. There are approximately 8,000 HPT blades in the and their performance evaluated. General Electric's LM2500 gas stockpile. The blades have between 3,000 and 15,000 operating turbine is the main propulsion engine aboard the US Navy's hours with an average of 10,000 hours. All the blades had a newest surface combatants (FFG 7, DD 963, CG 47, AOE 6 and nominal 5 mil thick BC21 coating (CoCrAlY) applied via a physical DDG 51 class ships). vapor deposition (PVD) process. It is also important to note that HISTORICAL BACKGROUND General Electric's LM2500 gas turbine engine is used as the main TIP propulsion engine aboard the newest United States Navy surface UP CAP TIP 110115 combatants, including the Aneigh Burke class destroyer (DDG 51) and the Ticonderoga class cruiser (CG 47). The LM2500 was CAI first introduced in the 1970's aboard the DD 963 class destroyer HOLES and the FFG 7 class frigate. To date, over 400 engines have NOSE been placed in service, and have accumulated in excess of HOT ES 5,000,000 hours of operation. During the early days of the gas BLADE TRAILING turbine propulsion program, if the gas generator section was PLATFORM EDGE HOLES removed from service for any reason, the high pressure turbine in INCH (HPT) blades were replaced with new components. This policy i (APPROXIMATELY was instituted because of the lack of experience regarding the gas (APPROXIMATELY THE I6TH TRAILING 7TH GILT HOLE EDGE NOM turbine degradation rate in the marine environment and because Of 2ND NOSE the HPT blades were considered the life limiting component of the HOLEI engine. As dictated by subsequent operational experience, technical documentation was adopted providing revised guidance to the overhaul depot for HPT blades replacement criteda; :ths updated policy was to replace HPT components which had accumulated 6,000 (later changed to 8,000) operating hours and was accomplished as engines rotated through the overhaul depot. As a result of this policy, the engine overhaul depot began to accumulate stage 1 and 2 FIPT blades which had been removed STAGE ONE BLADE during engine overhauls. It is difficult to characterize this stockpile of US Navy LM2500 HPT blades. Because engine rotor sets Figure 1 LM2500 Stage 1 HPT Blade Presented at the International Gas Turbine and Aeroengine Congress & ExhBrition Bizorbigham, — june 10-13,1996 these blades, in direct contrast to industrial and aero applications, engine overhauls. Engine serial number GGA-226 was originally were exposed to many hours of continuous lower power installed aboard HMAS CANBERRA (FFG 18, RAN 02) in the operations. Due to the increasing operational age of the average GTM 1B position. It was removed from service in 1990, after LM2500 engine in the fleet, nearly all engines currently rotating having accumulated approximately 14,202 hours, due to high through the repair depot exceed the Navy 8,000 hour limit, vibration and general wear and tear. It was sent to ANZ for requiring HPT blade replacement This has resulted in increased overhaul. While at the depot, the high pressure turbine was rebuilt Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1996/78736/V002T03A003/2406979/v002t03a003-96-gt-214.pdf by guest on 28 September 2021 demand upon the supply system. The purchase of new blades is using, both new BC23 (C0CrAlHfP1) coated stage 1 and 2 blades becoming cost prohibitive as well as untimely, since it requires as well as refurbished blades coated with platinum aluminide long lead times. In -an effort to reduce the cost of overhauling (PtAI) and BC 21. This non standard configuration rotor was then LM2500 engines at the depot, Naval Sea Systems Command installed aboard HMAS DARWIN in the GTM 1B position as a test (NAVSEA) tasked the Naval Surface Warfare Center (NSWC) to case by Australian Defence Industries (ADI) service engineers. determine the feasibility of refurbishing "used" high pressure The refurbished blades had been repaired by the Chroming turbine blades as opposed to rebuilding overhauled LM2500 gas Company (Gardena, CA). The majority of the originally provided generator sections with new components. This task included blade pairs were deemed repairable and recoated with a nominal Figure 2 Refurbished Platinum Aluminide Coated Blade Figure 3 Refurbished BC 22 Coated Blade reviewing the general practice of repairing components in the 2-3 mil thick platinum aluminide coating deposited with a pack industry and would eventually lead to a cost benefit and risk cementation process. Part of the refurbishment process included analysis of the proposed project returning the components to their original drawing dimensions. Some new BC 23 coated blades were installed as a baseline by AUSTRAUAN NAVY RAINBOW ROTOR which evaluations could be made. In August 1992, US Navy representatives conducted a video The Royal Australian Navy operates six frigates based on the borescope inspection of engine GGA-226 aboard HMAS • Oliver Hazard Perry (FFG 7) class frigate design, which is DARWIN. At the time of the inspection, the engine had propelled by two LM2500 gas turbine engines. The Australian accumulated 2,536 hours since overhaul. The purpose of the Navy contracts Au New Zealand (ANZ) to complete LM2500 inspection was to compare and contrast the condition of the new BC23 coated blades to the refurbished BC 21 and platinum Beginning in the 1970's and continuing into the mid-1980's, the aluminide blades. It should be noted that prior US Navy US Navy evaluated several marinized blade coatings installed in experience with platinum aluminide was less than successful and an LM2500 rotor aboard the merchant ship GTS Admiral William there was some concern that it would not perform well in the S. Callaghan. At the time, the Callaghan was contracted to the marine environment As reported in a US Navy report, (Special Military Sealift Command (MSC) for intense cargo transit between Borescope Inspection of High Pressure Turbine Blades inCas Bayonne,i New Jersey and Bremerhaven/Germany. Engine serial Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1996/78736/V002T03A003/2406979/v002t03a003-96-gt-214.pdf by guest on 28 September 2021 Turbine Engine GGA-226 (GTM 1B) Aboard HMAS DARWIN, number GGA-806 accumulated extensive engine operation at this the condition of the platinum aluminide coating was as good as time. A metallurgical evaluation of blades'after 1,077 hours of the standard BC 23. The platinum coating on the repaired blades service has been reported by Grossldaus et al, 1986. Six blades appeared to be in good condition with no signs of erosion. One coatings were tested in the 10th build of that rotor (GGA-806/10) observation made during the inspection concerned the blade and their performance evaluated via boresdope inspection after platform area. There appeared to be 'troughs", "worm holes", or 3,613 hours. Three of the coatings (Plasma Sprayed BC 22 "grooves" along the platform section. The grooves were evident [CoCrAlfrIff, BC 23 and BC 23 + Cr) were in good condition with only on platinum aluminide refurbished blades. These same 'minimum wear. The remaining three coatings (BC 21, TBC [BC indications are routinely identified during borescope inspections of 21 + Zirconia] and NAVSEA Hi Cr) showed significant coating 10,000 hour US Navy engines. It was concluded that these_ erosion and isolated base metal penetration. It is important grooves were probably present when the blades were removed however to note that this engine, installed aboard a merchant from the rotor initially and were coated over the top of with the ship, was exposed to radically different intake ducting and power pack aluminide.
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