THE TECHNICAL NEWSLETTER OF WOOD GROUP GAS TURBINE SERVICES
Welcome to the second
Above: Russell Stoddart,
Vice President Engineering,
Wood Group Gas Turbine
Services.
edition of Axiom
t is a great pleasure to introduce you to the second
I edition of Axiom, Wood Group Gas Turbine Serv-
ices’ (GTS) quarterly technical newsletter for the
global energy industry. In this issue of Axiom, we
concentrate on the emergence of the new class of ad-
vanced technology gas turbines. With the drive to en-
hance the performance of industrial gas turbines,
these sophisticated machines are becoming more
and more widespread within the power generation
market.
This issue begins with opportunities for repairing
GE advanced technology turbine blades. Following
this, GTS looks at combustion system upgrades mov-
Axiom October 2008
OCTOBER 2008
ing from standard combustion to DLN low emission
combustion systems as the industry faces the chal-
lenge to become more environmentally aware. We
then move on to repair solutions for single crystal
blades and look into laser welding technology and its
benefits. Finally, we talk about solutions for cracking
in GE advanced technology turbine discs.
I hope you enjoy the second issue of Axiom and
look forward to bringing you more news in future
editions.
Russell Stoddart, Vice President Engineering,
Wood Group Gas Turbine Services
www.woodgroup.com/gts
 Repair development for GE advanced technology
row 1 turbine blades
Right Figure 1: Evolution
of the row 1 Blade.
n recent years, opportunities to develop repairs for
I advanced technology gas turbines have gathered
momentum, as Original Equipment Manufacturer
(OEM) warranty periods and long term service agree-
ments have been coming to an end. Operators are
looking more and more to independent repair organi-
sations to evaluate parts and develop new repair so-
lutions that help extend the life of critical compo-
nents within these sophisticated engines.
The increased firing temperatures and improved
efficiency of advanced technology gas turbines have
Right Figure 2: Stress plot
of the trailing edge cool-
ing holes compared to an
engine run part .
Axiom October 2008
led to the application of design technology predomi-
nantly developed within the aero industry. Critical
components are made from high temperature, high
strength super alloys, which have complex cooling
systems, thin wall sections and more exotic coating
systems. GTS recognises the fundamental impor-
tance of analysing the mechanical and structural in-
tegrity of a component prior to developing an inno-
vative repair solution and aims to deliver a significant
improvement over the existing design.
Continued on centre page >
www.woodgroup.com/gts
Right Figure 3: Thermal
stress plot showing
stresses in the platform
before (right) and after (far
right) modification.
[Continued from left page]
Blade history
GE’s F class of machines have evolved through the
FA and FA+ to the latest FA+e and FB model. Figure
1 illustrates the evolution of the row 1 blade, high-
lighting the change at the trailing edge cooling holes
to resolve the cracking problem. However, issues still
persist and life limits are allocated to the blade as a
result. To offer operators an alternative repair solu-
tion that can potentially deliver improved results,
GTS gathered intelligence from the market regarding
all known problems and created thermal and stress
models prior to developing repair solutions.
Repair development
GTS has dimensionally surveyed, both internally
and externally, a range of new and engine-run
blades, and created 3D models which are used for
fluid dynamics work and finite element analysis. Ad-
ditionally, we categorised known defects and over-
laid them on the models for better understanding.
Figure 2 shows the high stressed area at the trailing
edge and compares it with an engine run component.
DLN System upgrades
tringent Government regulations concerning car-
S bon monoxide (CO), unburned hydrocarbons
(UHC) and oxides of nitrogen (NOx) emissions, have
led most gas turbine users to switch over to low
emissions combustion systems. While there are other
methods employed to reduce emissions from gas tur-
bines, including variable combustion chamber geom-
etry and staged combustion, emissions can also be
controlled by steam or water injection into the com-
bustion system.
Low emission combustion systems ensure com-
plete combustion of the carbon in the fuel and thereby
Axiom October 2008
This illustration is just one example of GTS’s model-
ling capability. These modelling capabilities have
been refined to analyse cracking in the root platform,
oxidation at the blade tip and Thermal Mechanical
Fatigue (TMF) cracking in the aerofoil.
Solutions
GTS offers innovative repairs which can help over-
come many of these problems, such as the inclusion
of platform cooling; trailing edge modifications; im-
provements to the coating system; and improved
cooling at the tip. All of these repairs have been filed
with the US patent office. The model shown in Fig-
ure 3 illustrates how the incorporation of a modifica-
tion has reduced the thermal stress associated with
the platform, leading to increased life and reduced
costs for the operator. GTS continues to invest in the
development of innovative solutions for complex
components, to ensure that we fully understand a
component’s structural integrity, and therefore pro-
vide technically-competent and credible repair solu-
tions. For more information or to discuss your repair
requirements with the GTS technical team, please
contact gts-technical@woodgroup.com
reduce the formation of carbon monoxide that can
form in a fuel rich air/fuel mixture (e.g. higher than
the stoichiometric ratio for the fuel being used). It
also lowers the reaction/flame temperature prevent-
ing formation of oxides of nitrogen. Common types
of low emission combustion systems used in gas tur-
bines are:
• Dry Low NOx (DLN)
• Dry Low Emissions (DLE)
• Silo Burners
• SoLoNOx™ Continued on right page >
www.woodgroup.com/gts
[Continued from centre page]
These combustion systems use a lean pre-mixed
control strategies to achieve good combustion effi-
ciency with very low NOx. Increased firing tempera-
fuel/air mixture to ensure uniform complete combus-
tion and prevent formation of pollutant emissions.
tures globally, and newer legislation being passed to
reduce NOx emissions, have made complex DLN sys-
As these systems are designed to operate close to the tem upgrades a necessity.
combustion stability margin, they are prone to com- GTS offer repairs to low emissions fuel nozzles
bustion dynamics. and associated hardware for most engine types. We
To counter the problems of combustion dynamics, also have the capability to upgrade standard combus-
DLN systems usually require complex staging and tion systems to DLN systems.
Right Figure 1: Frame
7FA DLN 2.6 Fuel Nozzles.
Far right Figure 2: Frame
9E DLN 1 Fuel Nozzles.
GTS Capability:
Heavy Industrial Market
Gas Turbine Type Parts
GE Frame (including DLN 1, DLN 2.0 and DLN 2.6)
Siemens Westinghouse 501F Full range of fuel nozzle and combustion system repairs
Mitsubishi 701F engines
Frame 7EA and 9E DLN 1 (Shown in Figure 2) Range of repairs to the primary and secondary nozzles
Frame 9FA DLN 2.0 and Frame 7FA DLN 2.6 Fuel nozzle repairs include Pre-mix nozzle fusible tip re-
(Shown in Figure 1) placement, Pre-mix nozzle bellows replacement, internal
leakage braze repair, metering orifice replacement, atom-
ising air tube tip and base replacement, and liquid and
Above Figure 3: LM6000 water core repairs.
DLE Fuel Nozzles.
To further aid in reducing emissions, GTS calibrates all heavy industrial fuel nozzles to have minimal flow
differences in the range of ±1.5% across the set.
Aero-derivative & Light Industrial Markets
Gas Turbine Type Parts
GE LM aero-derivative engines (shown in Figure 3) Fuel nozzle overhaul and repair, including replacement of
the nozzle cups, and OEM level overhaul on staging valves
Rolls-Royce RB211 DLE Overhaul complete fuel systems
Pratt & Whitney GG4 Low NOx systems Overhaul complete fuel systems
Solar SoLoNOx™ (shown in Figure 4) Full range of fuel nozzle repairs
Above Figure 4: SoLoNOx With smaller engines, GTS also offers a comprehensive package of repairs for all engine types. We can pro-
Fuel Nozzle. vide users with a single source for repairs. For more information, contact gts-technical@woodgroup.com
Axiom October 2008 www.woodgroup.com/gts
 Single crystal blades - laser welding
Right Figure 1:
Micrograph of laser weld
Far right Figure 2:
Micrograph of TIG weld
raditionally, equiaxed and directionally-solidi-
T fied turbine blades have been repaired using
Tungsten Inert gas (TIG) and plasma welding tech-
niques. However, the newer gamma prime (g’) pre-
cipitation-hardened nickel-based superalloys used in
the manufacture of single crystal blades are difficult
to weld due to their propensity for thermal stress and
strain age cracking. The heat energy input during
TIG and plasma welding has a tendency to induce
cracking and generates an appreciable heat-affected
zone in the base material. Additionally, the deposited
material has an equiaxed grain structure. The conse-
quent material properties can be tolerated for
equiaxed and directionally-solidified blades, but are
less acceptable for single crystal blades fitted in en-
gines operating at the highest rated temperatures.
Laser welding, sometimes also called laser powder
fusion, puts much less heat into the part than a cor-
Right Figure 3: Laser responding TIG or plasma weld and, by careful selec-
welding a single crystal tion of the process parameters, some control of the
blade morphology of the weld build-up can be achieved.
Consequently, laser welding is the method of choice
for the repair of single crystal material.
The low heat energy input of laser welding be-
comes apparent when the micrographs of laser and
TIG welds are compared in Figures 1 & 2. The heat-
affected zone is clearly visible in the TIG weld but is
effectively undetectable in the laser weld. Conse-
quently, when welding a single crystal part using a
laser, the desirable properties of the single crystal
structure can be retained right up to the base of the
weld. Single crystal blade material has a dendritic
structure with the dendrites running spanwise along
the blade. By careful control of the laser welding pa-
rameters, it is possible to grow these dendrites into
the weld deposit producing what is known as epitax-
ial directionally-solidified growth. This resulting
weld retains greater strength than a weld formed
Right Table Comparing
Properties of TIG and Heat Input Heat Affected Zone
Laser Welds
TIG High Significant
Weld Type
Laser Low Almost nil
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from an equiaxed grain structure and although the
laser weld does not retain the full creep-resisting
properties of a single crystal, the areas of a blade that
typically require a weld repair, such as the tip or seal
fins are comparatively lightly loaded and some re-
duction in creep-resistance is acceptable.
Laser welding also offers other benefits. Unlike
TIG or plasma welding, the process uses filler in
powder form. A wider range of high strength alloys is
available as powder than is available in rod form.
This offers more scope to optimise the properties of a
laser weld by selecting an appropriate filler alloy.
Being fully automated, laser welds are very consis-
tent and they can be controlled to produce a near net
shape as can be seen in Figure 3. This reduces the
amount of final machining or blending required to
restore the finished profile and lowers the repair cost.
GTS has several years experience in the success-
ful repair of single crystal turbine blades using a
laser powder fusion welder. The laser powder fusion
welder in our East Windsor, Connecticut, facility has
an operating envelope capable of accepting most in-
dustrial gas turbine blades. To find out more about
GTS repair solutions for single crystal components,
please contact gts-technical@woodgroup.com
Properties
Grain Structure Weld Filter Weld Finishing
Equiaxed Rod High
Equiaxal Powder Low
directionally
solidified
If you have a technical issue that you would like to discuss with GTS, please email us at gts-technical@woodgroup.com
Axiom October 2008
Solutions for cracking in GE advanced technology
turbine discs
n June 1987, GE launched its new F class of ma-
I chines, incorporating higher firing temperatures
and improved output and efficiency. Significant
changes had been incorporated into the new design
to overcome the intense operating regime being expe-
rienced. These included material, cooling configura-
tion and general manufacturing changes.
In recent years, the industry has experienced sev-
Above Figure 1: Cracking eral failures of the F class turbine discs, and analysis
occurs between the dove- revealed that cracking can occur at the intersection
tail and cooling passages. of the broached dovetail and the cooling air slots as
shown in Figure 1. This appears to be more prevalent
on discs which have not been shot peened from new,
however it may also exist on a number which have
been peened. This component is a critical element in
the structure of the engine and the potential risk of
failure from any crack is high. To identify a solution
to overcome this issue, it is vital to fully understand
the crack mechanism and crack growth kinetics.
In response, the OEM has proposed various solu-
tions to operators. Additionally, GTS was asked to in-
dependently review the methodology and propose a
Above Figure 2: Front way forward. GTS secured a disc that had previously
view of the turbine disc. been engine operated and found it to have cracks in
the area mentioned earlier. Figure 2 shows the front
view of the turbine disc. A full dimensional evalua-
tion was undertaken using co-ordinate measuring
technology and white light laser scanning which fa-
cilitated the creation of a three dimensional model.
This model has been used to create finite element
models and computational fluid models of the disc
to evaluate both temperature and stress profiles in
the areas of concern. Figures 3 shows the finite ele-
ment model of the disc and blade assembly, Figure 4
shows the stress plot of the section between dovetail
and cooling passages and Figure 5 shows the thermal
Above Figure 3: Model of Above Figure 4: Stress plot of the section between dove-
blade and disc. tail and cooling passages.
contact us
Axiom October 2008
stresses on the disc end faces. GTS also incorporated
the effects of the turbine blade at rotational speed,
and created a full model of the row 1 blade in order
to analyse the entire bladed assembly. Information
from the engine, together with upstream and down-
stream data, was built into the model to ensure that
GTS understood the effects of the system as a whole.
The results
The results generated from the above work con-
firmed that the mechanism of crack initiation was
due to Stress Associated Grain Boundary Oxidation
(SAGBO). High tensile stresses within the specific re-
gion were allowing oxide penetration of the grain
boundaries. Oxide wedging was then allowing the
defects to propagate down the grain boundaries until
the crack reached critical proportions. This had oc-
curred in several instances and it was important to
install measures which would adequately inspect for
the onset of crack formation and alleviate this initia-
tion process.
Our solutions
Since the initiation and propagation process has
found to be a result of high stress, oxidation and tem-
perature, eliminating or reducing any or all of these
mechanisms will reduce the initiation and propaga-
tion drivers. GTS has developed a process to inspect
for the defects and then subsequently apply a process
which reduces the effects of these drivers. GTS has
already incorporated this into one of our long term
service agreements with the approval of both the
customer and the insurance company. For more in-
formation or to find out how GTS can add value to
your operations, please contact:
gts-technical@woodgroup.com
Above Figure 5: Thermal stress plot of disc end faces.
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