D S Rickerby Rolls-Royce plc Derby, UK The Future of Design for Surface Engineering in Aeroengine Applications D S Rickerby Rolls-Royce plc Derby, UK IMFAIR Conference 10-11th June 2009 The Future of Design for Surface Engineering in Aerospace Applications

Contents The need for Advanced Materials The move from reactive to proactive design of Material Systems. Compressor Turbine Summary and Future Opportunities IMFAIR Conference 10-11th June 2009 The Future of Design for Surface Engineering in Aerospace Applications

Materials Making the Difference “Developments in advanced materials, more than anything else, have contributed to the spectacular progress of the aero gas turbine” Stewart Miller Director-Engineering & Technology 3rd Finniston Lecture 1996 IMFAIR Conference 10-11th June 2009 The Future of Design for Surface Engineering in Aerospace Applications

Temperature capability The Drivers Strength Temperature capability Density Cost Time Predictive Capability Performance Safety Weight Noise So we have looked at some of the impressive developments in efficiency, weight and materials over the past 20 years. But what is in the future? Emissions Cost IMFAIR Conference 10-11th June 2009 The Future of Design for Surface Engineering in Aerospace Applications

The Drivers Performance Safety Weight Noise Emissions Cost Over the last 35 Years Turbine Entry Temperatures have increased by 500C In civil applications engine thrust has increased by a factor of x4 The specific fuel consumption has reduced by ca 35 % Surface Engineering usage has increased from 25 to greater than 50 % for turbine components Performance Safety Weight Noise Emissions Cost IMFAIR Conference 10-11th June 2009 The Future of Design for Surface Engineering in Aerospace Applications

Trends in Materials Usage Nickel Titanium Steel Aluminium Carbon composites 60 50 40 30 20 10 Weight Percent 1970 1980 1990 1960 2000 IMFAIR Conference 10-11th June 2009 The Future of Design for Surface Engineering in Aerospace Applications

Titanium Fan Blade Snubber Tungsten carbide/cobalt coatings reduce sliding/impact wear IMFAIR Conference 10-11th June 2009 The Future of Design for Surface Engineering in Aerospace Applications

Early Benefits of Surface Engineering – Corrosion Protection Performance penalty of ca. 5% at take off which approached the limit of acceptability for a twin engined turboprop aircraft Increase in specific fuel consumption of up to 2% which represented a significant cost penalty for the operators. Surface engineering became an essential and very competitive issue in the aerospace industry. Service run Nimonic 108 HPTB’s IMFAIR Conference 10-11th June 2009 The Future of Design for Surface Engineering in Aerospace Applications

Reactive versus Predictive Design Resources Required Revenue predictive design Revenue Generated Revenue reactive design Time Launch Launch Current and Future Designs Predictive Design Early Problem Identification Solution when costs are low Early Engine Designs Reactive Design High Costs IMFAIR Conference 10-11th June 2009 The Future of Design for Surface Engineering in Aerospace Applications

Product Definition Lifecycle The aero engine market has never been more competitive Mature industry, limited scope for technology advancement Product differentiation is by being First to produce a suitable engine for the market Best specification to the customer Engine development cycle in line with that of the civil airframers. Four stage life cycle which covers all activities from the generation of the initial product concept and business case through to product entry into service and beyond into its service life. Use of generic designs to existing and new products using proven technology. Capability acquisition activity to secure future technology requirements Slide says it all, but managed against the Derwent process to ensure robust technology introduction – which has elements of disposal of product in later stages but we only concentrate on the first four stages in this talk. IMFAIR Conference 10-11th June 2009 The Future of Design for Surface Engineering in Aerospace Applications

Product Definition Lifecycle Business Led Stage 1 Product Planning Stage 2 Full Concept Definition Stage 3 Product Development Stage 4 In-Service Management Capability Acquisition MCRL/TRL Preliminary Launch Full Launch Product Delivery Development (1-4) Pre-Production (5-6) Production (7-9) IMFAIR Conference 10-11th June 2009 The Future of Design for Surface Engineering in Aerospace Applications

The Problem of Erosive Attack Erosion can be caused by sand ,dust and even water. It introduces uncertainty into any lifing assessment. Severe erosion is generally confined to operation in specific flight areas ie desert type conditions. The change in aerofoil geometry and liner dimensions will eventually impact upon engine performance. The requirements for the coatings defined as: No reduction in mechanical properties Effective over a range of conditions Retain component aerodynamics IMFAIR Conference 10-11th June 2009 The Future of Design for Surface Engineering in Aerospace Applications

Erosion Coating Service Experience These early coating systems developed for use as hard wear resistant layers for machine tools. Service return of blades showed deep scoring from impact of large particles causing local break up of coating. Single layer systems do not give the required extension in life. Need to develop coating systems tailored to their environment to give effective protection against erosion. IMFAIR Conference 10-11th June 2009 The Future of Design for Surface Engineering in Aerospace Applications

“Engineered” solution to erosion protection Multi-layer coatings deposited using PVD methods to increase erosion performance – nano engineering Impact on mechanical performance minimised Capability being developed for advanced engines W NiAl IMFAIR Conference 10-11th June 2009 The Future of Design for Surface Engineering in Aerospace Applications

Multi-layer concept - GE T64 sand erosion tests Service Performance of Multi-Layer Coatings Description Non-Coated Coated Rate of premature engine removal due to erosion 20-45% 0% Rate of blade/vanes rejected due to erosion 70-80% 2-3% (mostly due to FOD) Engine performance debit at overhaul 10-30% <3% Source: MDS-PRAD IMFAIR Conference 10-11th June 2009 The Future of Design for Surface Engineering in Aerospace Applications