Erosion- and corrosion-resistant coatings for aircraft compressor blades

Swadźba, L.; Formanek, B.; Gabriel, H. M.; Liberski, P.; Podolski, P.

doi:10.1016/0257-8972(93)90288-y

Cited by 35 publications

(15 citation statements)

References 4 publications

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“…It has been shown that the marine environment can accelerate the corrosion failure of compressor blades as a result of the attack of the moisture containing salts and acids [1,2]. Besides, sands and other particles ingested by the engines can also lead to blades erosion.…”

Section: Introductionmentioning

confidence: 99%

Microstructure, hardness and corrosion behaviour of Ti/TiN multilayer coatings produced by plasma activated EB-PVD

Zhou

Peng

Zhu

et al. 2014

Surface and Coatings Technology

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Section: Introductionmentioning

confidence: 99%

Microstructure, hardness and corrosion behaviour of Ti/TiN multilayer coatings produced by plasma activated EB-PVD

Zhou

Peng

Zhu

et al. 2014

Surface and Coatings Technology

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“…Sulfuric acid aerosol particles can cause damage to the airframe and/or engine components as a result of sulfidation, leading to corrosion of nickel alloys in gas turbines if alkali metal salts are copresent (e.g., sea‐salt, mineral dust) [ Eliaz et al , ]. Sulfuric acid particles have the potential to cause corrosion and erosion of compressor blades and other engine components [ Swadźba et al , ]. This may necessitate more frequent maintenance cycles for aircraft and therefore result in increased total cost of ownership.…”

Section: Introductionmentioning

confidence: 99%

Assessing hazards to aviation from sulfur dioxide emitted by explosive Icelandic eruptions

et al. 2014

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Volcanic eruptions take place in Iceland about once every 3 to 5 years. Ash emissions from these eruptions can cause significant disruption to air traffic over Europe and the North Atlantic as is evident from the 2010 eruption of Eyjafjallajökull. Sulfur dioxide (SO 2 ) is also emitted by volcanoes, but there are no criteria to define when airspace is considered hazardous or nonhazardous. However, SO 2 is a well-known ground-level pollutant that can have detrimental effects on human health. We have used the United Kingdom Met Office's NAME (Numerical Atmospheric-dispersion Modelling Environment) model to simulate SO 2 mass concentrations that could occur in European and North Atlantic airspace for a range of hypothetical explosive eruptions in Iceland with a probability to occur about once every 3 to 5 years. Model performance was evaluated for the 2010 Eyjafjallajökull summit eruption against SO 2 vertical column density retrievals from the Ozone Monitoring Instrument and in situ measurements from the United Kingdom Facility for Airborne Atmospheric Measurements research aircraft. We show that at no time during the 2010 Eyjafjallajökull eruption did SO 2 mass concentrations at flight altitudes violate European air quality standards. In contrast, during a hypothetical short-duration explosive eruption similar to Hekla in 2000 (emitting 0.2 Tg of SO 2 within 2 h, or an average SO 2 release rate 250 times that of Eyjafjallajökull 2010), simulated SO 2 concentrations are greater than 1063 μg/m 3 for about 48 h in a small area of European and North Atlantic airspace. By calculating the occurrence of aircraft encounters with the volcanic plume of a short-duration eruption, we show that a 15 min or longer exposure of aircraft and passengers to concentrations ≥500 μg/m 3 has a probability of about 0.1%. Although exposure of humans to such concentrations may lead to irritations to the eyes, nose and, throat and cause increased airway resistance even in healthy individuals, the risk is very low. However, the fact that volcanic ash and sulfur species are not always collocated and that passenger comfort could be compromised might be incentives to provide real-time information on the presence or absence of volcanic SO 2 . Such information could aid aviation risk management during and after volcanic eruptions.

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“…Stainless steel and titanium, copper and high‐temperature alloys have been widely used in the aviation engine field due to their excellent corrosion resistance . In a marine environment, the aero‐engine is in high‐temperature, high‐humidity, salt alkali and stormy environment, so metal corrosion is very serious . TC4 and TC6 are the main titanium alloys that operate below 400 °C, which are generally used for compressor blades at low temperature .…”

Section: Introductionmentioning

confidence: 99%

Study of the corrosion characteristics of the metal materials of an aero‐engine under a marine atmosphere

Xing

Wang

et al. 2018

Materials & Corrosion

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The corrosion tests are carried out on stainless steel, titanium alloy, copper alloy and high temperature alloy samples commonly used in an aviation engine. Scanning electron microscopy (SEM) and optical microscopy (OM) were used to observe the corrosion morphology of the corroded materials and 3D images after the corrosion products were removed. The corrosion rate was calculated by a weight loss method. A gradient boosting regression tree algorithm has good robustness for high‐dimensional data and is suitable for small‐sample data. The model can accurately predict the corrosion rate of metals and can analyze the factors that influence the corrosion rate.

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Erosion- and corrosion-resistant coatings for aircraft compressor blades

Cited by 35 publications

References 4 publications

Microstructure, hardness and corrosion behaviour of Ti/TiN multilayer coatings produced by plasma activated EB-PVD

Microstructure, hardness and corrosion behaviour of Ti/TiN multilayer coatings produced by plasma activated EB-PVD

Assessing hazards to aviation from sulfur dioxide emitted by explosive Icelandic eruptions

Study of the corrosion characteristics of the metal materials of an aero‐engine under a marine atmosphere

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