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A nickel-base superalloy article for use in turbines has increased creep resistance and lower density. The superalloy article includes, as measured in % by weight, 6.0-12.0% Mo, 5.5-6.5%Al, 3.0-7.0% Ta, 0-15% Co, 2.0-6.0% Cr, 1.0-4.0% Re, 0-1.5% W, 0-1.5% Ru, 0-2.0% Ti, 0-3.0% Nb, 0-0.2% Hf, 0-0.02% Y, 0.001-0.005% B, 0.01-0.04% C, and a remainder including nickel plus impurities.
As the required service temperatures for superalloys increases, so do the demands on testing for development of these alloys. Non-contact measurement of creep of refractory metals using electrostatic levitation has been demonstrated at temperatures up to 2300 C using samples of only 20-40 mg. These measurements load the spherical specimen by inertial forces due to rapid rotation. However, the first measurements relied on photon pressure to accelerate the samples to the high rotational rates of thousands of rotations per second, limiting the applicability to low stresses and high temperatures. Recent advances in this area extend this measurement to higher stresses and lower-temperatures through the use of an induction motor to drive the sample to such high rotational speeds. Preliminary results on new measurements on new materials will be presented.
Understanding material behavior under load is critical to the efficient and accurate design of advanced aircraft and spacecraft. Technologies such as the one disclosed here allow accurate creep measurements to be taken automatically, reducing error. The goal was to develop a non-contact, automated system capable of capturing images that could subsequently be processed to obtain the strain characteristics of these materials during deformation, while maintaining adequate resolution to capture the true deformation response of the material. The measurement system comprises a high-resolution digital camera, computer, and software that work collectively to interpret the image.
Several recently formulated nickel-base superalloys have been developed with excellent high-temperature creep resistance, at lower densities than those of currently used nickel-base superalloys. These alloys are the latest products of a continuing effort to develop alloys that have even greater strength-to-weight ratios, suitable for use in turbine blades of aircraft engines. Mass densities of turbine blades exert a significant effect on the overall weight of aircraft. For a given aircraft, a reduction in the density of turbine blades enables design reductions in the weight of other parts throughout the turbine rotor, including the disk, hub, and shaft, as well as supporting structures in the engine. The resulting total reduction in weight can be 8 to 10 times that of the reduction in weight of the turbine blades. The approach followed in formulating these alloys involved several strategies for identifying key alloying elements and the range of concentration of each element to study. To minimize the number of alloys needed to be cast, a design-of--experiments methodology was adopted. A statistics-based computer program that models the effects of varying compositions of four elements, including effects of two-way interactions between elements, was used to test all possible alloys within the design space. The starting points for the computational analysis were three alloy compositions mandated by engineering consensus. After likewise identification of key alloying elements to vary and the allowed ranges of concentrations, the computer program then selects a minimum number of alloys within the design space to allow determination of effects for all four elements and their interactions.
Accelerometers were used to montor an inflatable test article during a creep test to failure. The test article experienced impulse events that were classified based on the response of the sensors and their time-dependent manifestation. These impulse events required specialized techniques to process the structural dynamics data. However, certain phenomena were defined as worthy of additional study. An assessment of one phenomena (a frequency near 1000Hz) showed a time dependent frequency and an amplitude that increased significantly near the end of the test. Hence, these observations are expected to drive future understanding of and utility in inflatable space structures.
Advanced environmental barrier coating (EBC) systems for low emission SiCSiC CMC combustors and turbine airfoils have been developed to meet next generation engine emission and performance goals. This presentation will highlight the developments of NASAs current EBC system technologies for SiC-SiC ceramic matrix composite combustors and turbine airfoils, their performance evaluation and modeling progress towards improving the engine SiCSiC component temperature capability and long-term durability. Our emphasis has also been placed on the fundamental aspects of the EBC-CMC creep and fatigue behaviors, and their interactions with turbine engine oxidizing and moisture environments. The EBC-CMC environmental degradation and failure modes, under various simulated engine testing environments, in particular involving high heat flux, high pressure, high velocity combustion conditions, will be discussed aiming at quantifying the protective coating functions, performance and durability, and in conjunction with damage mechanics and fracture mechanics approaches.
A method using finite-difference recurrence relations is presented for direct extrapolation of families of curves. The method is illustrated by applications to creep-rupture data for several materials and it is shown that good results can be obtained without the necessity for any of the usual parameter concepts.
Build-to-Print designs, or rebuilds of flight proven designs, are attractive to mission stakeholders, as they give the appearance of minimal engineering development cost, risk, and schedule. The reality is that seldom is a project an exact duplicate of a predecessor. Mission reclassification, improvements in hardware, and science objective changes can all serve as a source of requirements and design creep and have ramifications often not fully anticipated during initial proposals. The Thermal Infrared Sensor Instrument (TIRS) was a late addition to the LandSat-8 program to provide infrared imaging to measure evapotranspiration for water cycle management. To meet the launch requirements for LandSat-8, instrument design life requirements were relaxed, the sensor development expedited, and technology development was minimized. Consequently, TIRS was designed as a higher risk instrument, with less redundancy than an instrument critical to mission success. After the successful LandSat-8 launch in 2013 and instrument performance, a rebuild of the instrument for the next LandSat spacecraft was included in the baseline mission success criteria. This paper discusses the technical challenges encountered during the rebuild of the TIRS-2 (Thermal Infrared Sensor 2) instrument and the resultant impacts on the thermal system design.
A very significant amount of SiC fiber creep / stress rupture data has been generated and reported in the past by various researchers. Due to the difficulty of measuring fiber diameter and the amount of time required to make accurate measurements, researchers have quite often used an accepted average diameter value (which is fiber type-dependent) when determining the load that will be applied to a fiber to generate a specific stress during testing. Of course, this approach has less of an effect on data scatter when the individual fibers in a tow have very similar diameters (minimal fiber-to-fiber variation in diameter). NASA GRC has begun using a laser fiber diameter measurement system, and we are considering eventually characterizing each SiC fiber prior to testing in creep/stressed oxidation. The laser system will be described in this presentation, as well as examples of fiber diameter data obtained in the past at AFRL. We are currently discussing the merits of using an average diameter in testing/data analysis vs. using a measured or "known" diameter. Information about our current intermediate temperature SiC fiber stress rupture testing will also be provided.
Presentation detailing the creep testing of Vectran yarn using two different test stands.
An essentially Fe- and Co-free alloy is composed essentially of, in terms of weight percent: 6.0 to 7.5 Cr, 0 to 0.15 Al, 0.5 to 0.85 Mn, 11 to 19.5 Mo, 0.03 to 4.5 Ta, 0.01 to 9 W, 0.03 to 0.08 C, 0 to 1 Re, 0 to 1 Ru, 0 to 0.001 B, 0.0005 to 0.005 N, balance Ni, the alloy being characterized by, at 850.degree. C., a yield strength of at least 25 Ksi, a tensile strength of at least 38 Ksi, a creep rupture life at 12 Ksi of at least 25 hours, and a corrosion rate, expressed in weight loss [g/(cm.sup.2 sec)]10.sup.-11 during a 1000 hour immersion in liquid FLiNaK at 850.degree. C., in the range of 3 to 10.
An article includes a silicon-containing region; at least one outer layer overlying a surface of the silicon-containing region; and a constituent layer on the surface of the silicon-containing region and between and contacting the silicon-containing region and the at least one outer layer, the constituent layer being formed by constituents of the silicon-containing region and being susceptible to creep within an operating environment of the article, wherein the silicon-containing region defines a plurality of channels and a plurality of ridges that interlock within the plurality of channels are formed in the silicon-containing region to physically interlock the at least one outer layer with the silicon-containing region through the constituent layer.
An essentially Fe-free alloy consists essentially of, in terms of weight percent: 4 to 11 Co, 6.5 to 7.5 Cr, 0 to 0.15 Al, 0.5 to 0.85 Mn, 11 to 20 Mo, 1 to 3.5 Ta, 0.05 to 9 W, 0.03 to 0.08 C, 0 to 0.001 B, 0.0005 to 0.005 N, balance Ni, the alloy being characterized by, at 850.degree. C., a yield strength of at least 25 Ksi, a tensile strength of at least 45 Ksi, a creep rupture life at 12 Ksi of at least 10 hours, and a corrosion rate, expressed in weight loss [g/(cm.sup.2sec)]10.sup.-11 during a 1000 hour immersion in liquid FLiNaK at 850.degree. C., in the range of 5 to 20.
An alumina-forming, high temperature creep resistant alloy is composed essentially of, in terms of weight percent: up to 10 Fe, 3.3 to 4.6 Al, 6 to 22 Cr, 0.68 to 0.74 Mn, 5.2 to 6.6 Mo, 0.4 to 1.2 Ti, up to 0.1 Hf, 0.005 to 0.05 La, 0.4 to 0.6 W, 0.1 to 0.35 C, up to 0.002 B, 0.001 to 0.02 N, balance Ni.
This practice is to be used by the Materials Science and Engineering Department (B120) in determining the fatigue and creep-fatigue properties of nominally homogeneous materials from test specimens subjected to uniaxial forces. This practice is restricted to the testing of uniform gage section test specimens (from the Scope Section of ASTM Standard E 606-04).
An alumina-forming, high temperature creep resistant alloy is composed essentially of, in terms of weight percent: up to 10 Fe, 3.3 to 4.6 Al, 6 to 22 Cr, 0.68 to 0.74 Mn, 5.2 to 6.6 Mo, 0.4 to 1.2 Ti, up to 0.1 Hf, 0.005 to 0.05 La, 0.4 to 0.6 W, 0.1 to 0.35 C, up to 0.002 B, 0.001 to 0.02 N, balance Ni.
Technique(s) to mitigate creep and/or cascade failure in high temperature heat pipe reactor cores may include gas loading each heat pipe such that when one or more heat pipes in the heat pipe array fail, the adjacent heat pipes can accommodate added heat load with little change in temperature.
An austenitic Ni-base alloy includes, in weight percent: 2.5 to 4.75 Al; 13 to 21 Cr; 20 to 40 Fe; 2 to 5 total of at least one element selected from the group consisting of Nb and Ta; 0.25 to 4.5 Ti; 0.09 to 1.5 Si; 0 to 0.5 V; 0 to 2 Mn; 0 to 3 Cu; 0 to 2 of Mo and W; 0 to 1 of Zr and Hf; 0 to 0.15 Y; 0.01 to 0.45 C; 0.005 to 0.1 B; 0 to 0.05 P; less than 0.06 N; and balance Ni (38 to 46 Ni). The weight percent Ni is greater than the weight percent Fe. An external continuous scale comprises alumina. A stable phase FCC austenitic matrix microstructure is essentially delta-ferrite-free, and contains one or more carbides and coherent precipitates of γ′ and exhibits creep rupture life of at least 100 h at 900° C. and 50 MPa.