Post-weld heat-treatment cracking in superalloys

Thamburaj, Robinson; Wallace, W.E.; Goldak, John

doi:10.1179/imtr.1983.28.1.1

Cited by 23 publications

(26 citation statements)

References 9 publications

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“…An additional benefit from the slow cooling is the development of serrated grain boundaries, a morphology which improves stress-rupture life, ductility and resistance to strain-age cracking [10]. In our evaluation, the cooling rate of 1 °C /min, from 1160 °C to 760 °C followed by air cool, was considered appropriate.…”

Section: Heat Treatmentmentioning

confidence: 99%

“…While generally considered as important for creep properties, M 23 C 6 carbides, which precipitate at rather low temperatures, may not primarily be responsible for the evolution of the serrated structure. It has been suggested that this structure is developed by the primary '-precipitation during slow cooling above the solvus temperature [10,15] of the M 23 C 6 carbides (approximately 1000 °C). However, slow cooling below this temperature is also important in order to avoid continuous carbide films, which seriously reduce ductility [6,10,7].…”

Section: Crack Tip 50 µMmentioning

confidence: 99%

“…It has been suggested that this structure is developed by the primary '-precipitation during slow cooling above the solvus temperature [10,15] of the M 23 C 6 carbides (approximately 1000 °C). However, slow cooling below this temperature is also important in order to avoid continuous carbide films, which seriously reduce ductility [6,10,7]. For the SF-material the solution temperature had to be limited to 1093 °C in order to avoid grain growth.…”

Section: Crack Tip 50 µMmentioning

confidence: 99%

See 2 more Smart Citations

Evaluation of the IN 939 Alloy for Large Aircraft Engine Structures

Sjöberg¹,

Imamovic²,

Gabel³

et al. 2004

Superalloys 2004 (Tenth International Symposium)

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The airfoil alloy IN 939 has been evaluated for the use in large aircraft engine structures. Castability trials, including sprayforming, structural welding, with electron beam (EB) and with laser, as well as repair with TIG-welding have been performed. Brazing has also been evaluated while different heat treatment schedules for pre-and post-welding and for the solution and age cycle were reviewed. Mechanical property data, tensile, creep, LCF, FCG, were established for several temperatures on material excised from large castings and on weldments. The performance of the sprayformed (SF) material was superior to the conventionally cast (CC) material but notchsensitivity was noticed in creep testing.

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Section: Heat Treatmentmentioning

confidence: 99%

Section: Crack Tip 50 µMmentioning

confidence: 99%

Section: Crack Tip 50 µMmentioning

confidence: 99%

See 1 more Smart Citation

Evaluation of the IN 939 Alloy for Large Aircraft Engine Structures

Sjöberg¹,

Imamovic²,

Gabel³

et al. 2004

Superalloys 2004 (Tenth International Symposium)

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“…The relative weldability of various conventionally and P/M nickel-base superalloys is illustrated in Figure 8.1. 4 The reasons and remedies for both these types of cracking have been reviewed by Thamburaj et al 5 . In general, to minimize the risk of cracking, the parent metal should have as fine a grain size as the application will permit and should be welded with the minimum heat input required.…”

Section: λ11 Dispersion-free Superalloysmentioning

confidence: 99%

Joining techniques for P/M superalloys

Gessinger

1984

Powder Metallurgy of Superalloys

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“…The conventional fusion welding techniques are not only difficult to perform on highly alloyed nickel-based materials, but must also contend with the complex metallurgical reactions that occur when they are heated to their melting point during the welding process. This often results in the formation of small micro-cracks in the heat-affected zone during welding or after the post-weld heat-treatment which influences the quality of the joints and limits the application of weld repairs (Owczarski, 1977;Duvall and Owczarski, 1967;Thamburaj et al, 1983).…”

Section: Introductionmentioning

confidence: 99%

Powder Metallurgy Repair of Turbine Components

Ellison¹,

Lowden²,

Liburdi³

1994

Journal of Engineering for Gas Turbines and Power

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An advanced powder metallurgy repair process called Liburdi Powder Metallurgy (LPM) has been developed for the repair, overlay or joining of nickel and cobalt-based high-temperature alloys. This process involves mechanical cleaning, followed by the application and consolidation of a filler metal powder, which has substantially the same composition as the base metal, and produces joints with mechanical properties similar to those of the parent material. While previously activated braze or “wide-gap” repair processes have been limited to clearances of approximately 1 mm, the LPM technique has the ability to bridge larger gaps of over 5 mm. In addition, the LPM joints contain significantly lower concentrations of melting point depressants such as silicon and boron than conventional wide-gap repair techniques and exhibit superior microstructural features. The characteristics and typical applications of the LPM process for blade and vane repairs are highlighted and the results of laboratory and engine tests are discussed.

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Post-weld heat-treatment cracking in superalloys

Cited by 23 publications

References 9 publications

Evaluation of the IN 939 Alloy for Large Aircraft Engine Structures

Evaluation of the IN 939 Alloy for Large Aircraft Engine Structures

Joining techniques for P/M superalloys

Powder Metallurgy Repair of Turbine Components

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