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5208 Chap 09
5208 Chap 09
pdf/Chap_09/
pg 249
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CHAPTER 9
Chlorine
Sodium
Magnesium
Sulfur
Calcium
Potassium
Beryllium
Source: Ref 2
Composition of seawater
Composition, ppm
18,980
10,561
1,272
884
400
380
65
pg 250
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Results of burner rig hot corrosion tests on nickel- and cobalt-base alloys
Loss in sample diameter, mm (mils)
Alloy
SM-200
IN100
SEL-15
IN713
U-700
SEL
U-500
Rene 41
Hastelloy alloy X
L-605 (alloy 25)
WI-52
MM-509
SM-302
X-40
Chromium content
in alloy, %
870 C (1600 F)
500 h
950 C (1750 F)
1000 h
980 C (1800 F)
1000 h
1040 C (1900 F)
1000 h
9.0
10.0
11.0
13.0
14.8
15.0
18.5
19.0
22.0
20.0
21.0
21.5
21.5
25.0
1.6 (64.4)
3.3+ (130+)
3.3+ (130+)
3.3+ (130+)
1.7+ (66+)
1.2 (45.8)
0.2 (7.6)
0.3 (10.3)
0.5 (21.4)
0.14 (5.4)
0.11 (4.2)
3.3+ (130+)
3.3+ (130+)
3.3+ (130+)
2.0+ (77+)
1.6 (63.9)
1.3 (51.8)
0.8 (31.7)
0.3 (12.0)
0.4 (15.3)
0.5 (18.2)
0.3 (10.9)
0.3 (10.0)
0.3 (11.6)
0.3 (11.4)
0.7 (29.3)
0.8 (30.8)
0.4 (15.2)
0.3 (11.3)
1.1 (41.9)
1.9 (73.9)
0.8 (31.8)
0.6 (23.1)
0.5 (18.5)
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Chapter 9:
pg 251
0.04
0.08
0.12
FSX 414
FSX418
S816
MARM 509
MARM 302
X45
100
170
240
B-1900
U-700
U-500
IN738
X-40
2.8 (111)
2.5 (97)
2.1 (83)
3.3 (129)
0.7 (29)
0.5 (20)
0.9 (35)
Slight
Note: Diesel fuel containing 1.0% S, 125 ppm Na, 15 ppm Mg, 4.8 ppm Ca,
4.1 ppm K, and 225 ppm Cl, air-to-fuel ratio was 50 : 1, and 100 h cycle. Source:
Ref 19
Surface loss
Maximum penetration
Fig. 9.1
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Surface loss
Maximum
penetration
1600 F (870 C)
1750 F (950 C)
1900 F (1040 C)
SL- Surface loss
MP- Maximum penetration
Alloy
U700
75.6 SL
92.4 MP
80.2
SM200
SEL
IN713
U500
X
WI52
109.2
SM302
X45
10
(250)
20
(500)
30
(750)
40
(1000)
50
(1250)
60
(1500)
70
(1750)
Fig. 9.2
Relative hot corrosion resistance of nickel- and cobalt-base alloys obtained from burner rig tests at 870, 950, and 1040 C
(1600, 1750, and 1900 F) for 100 h, using 1% S diesel fuel, 30:1 air-to-fuel ratio, and 200 ppm sea-salt injection. Source:
Bergman et al. (Ref 22)
pg 252
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Chapter 9:
pg 253
(1650 F) for 200 h with 50 ppm sea salt, revealing the formation of nickel oxides and nickel
suldes. SEM/EDX analysis showed that a thin,
protective chromium-rich oxide scale formed on
alloys X, 230, and 188.
Alloy 25, although exhibiting little weight
change (Table 9.4), showed evidence of initial
breakdown of the chromium-rich oxide scale.
SEM/EDX analysis revealed the formation of
cobalt-rich oxide nodules on the outer oxide
scale on alloy 25. This indicated the initiation of
the breakaway corrosion for alloy 25 after 200 h
at 900 C (1650 F) with 50 ppm sea salt. Longterm test results under the same test condition
clearly showed that alloy 25 suffered severe hot
corrosion in excess of 200 h of testing, as shown
in Fig. 9.6 (Ref 23).
Loss in diameters, m
0
Alloy
250
500
750
1000
1250
1500
1750
2000
Ni-10Co-0.5Nb-4Al-2Ti-25Cr TEL-1
Ni-10Co-0.5Nb-4Al-2Ti-20Cr TEL-2
Ni-10Co-0.5Nb-4Al-2Ti-15Cr TEL-3
140
Ni-10Co-0.5Nb-4Al-2Ti-10Cr TEL-4
Ni-10Co-0.5Nb-6Al-0Ti-15Cr TEL-5
Ni-10Co-0.5Nb-5Al-3Ti-15Cr TEL-6
Ni-10Co-0.5Nb-2Al-4Ti-15Cr TEL-7
Ni-10Co-0.5Nb-8W-4Ai-2Ti-15Cr TEL-8
Ni-10Co-0.5Nb-4Mo-15Cr TEL-9
Ni-0Co-0.5Nb-2Mo-4W-15Cr TEL-10
Ni-25Co-0.5Nb-15Cr TEL-11
Ni-0Co-0.5Nb-6Al-4Ti-15Cr TEL-12
Ni-15Co-4Mo-3.7Al-1.8Ti-19 Cr MELINI-1
Ni-15Co-3.5Al-1.8Ti-4.5 Re-19Cr MELINI-2
Ni-16Co-3.6Al-2.1Ti-21Cr MELINI-3
Surface
loss
Ni-15Co-4Mo-2.9Al-1.8Ti-0.2Y-19Cr MELNI-4
Ni-25Co-4Mo-3.5Al-2.2Ti-0.2Y-19Cr MELNI-5
Maximum
penetration
950 C (1750 F)
1040 C (1900 F)
Ni-15Co-4Mo-3.7Al-1.8Ti-0.08Y-19Cr MELNI-6
10
20
30
40
50
60
70
80
Fig. 9.3
(Ref 22)
Relative hot corrosion resistance of experimental alloys obtained from burner rig tests at 950 and 1040 C (1750 and
1900 F) for 100 h, using 1% S diesel fuel, 30:1 air-to-fuel ratio, and 200 ppm sea-salt injection. Source: Bergman et al.
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CP-Complete penetration
through the specimen
Alloy
RL-1
RL-2
RL-3
RL-4
RL-5
RL-6
Ni-15Cr
Ni-25Cr
Ni-15Cr-8W
Ni-15Cr-24Co
130CP
Ni-15Cr-6Mo
Ni-15Cr-5Ti
RL-9
RL-10
130CP
Ni-10Cr
RL-7
RL-8
UNALLOYED NICKEL
90
Ni-15Cr-8Al
UNALLOYED COBALT
RL-11
130CP
Co-25Cr
RL-12
Co-25Cr-8W
RL-13
130CP
Co-25Cr-6Mo
RL-14
Co-25Cr-7Ta
RL-15
Co-25Cr-10Ni
20
30
40
50
60
70
10
(250) (500) (750) (1000) (1250) (1500) (1750)
Loss in diameter, mils (m)
Fig. 9.4
Table 9.4 Results of burner rig hot corrosion tests at 900 C (1650 F) for 200 h with 50 ppm
sea salt with specimens being cycled once every hour
Alloy
X
230
25
188
IC-50
IC-218
0.76
1.35
1.62
0.93
72
83
0.02 (0.6)
0.02 (0.8)
0.02 (0.9)
0.02 (0.7)
>0.72 (28.3), completely corroded
>0.75 (29.5), completely corroded
0.07 (2.8)
0.06 (2.4)
0.07 (2.8)
0.04 (1.6)
>0.72 (28.3), completely corroded
>0.75 (29.5), completely corroded
pg 254
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Chapter 9:
3
2
1
100 m
Fig. 9.5
Scanning electron backscattered image showing the cross section of a corroded IC-218 nickel aluminide specimen after hot
corrosion burner rig testing at 900 C (1650 F) for 200 h with 50 ppm sea salt using No. 2 fuel oil (0.4% S) for combustion at
35:1 air-to-fuel ratio. The results (wt%) of EDX analysis are: 1: 100% Ni; 2: 74% Ni, 26% S; 3: 100% Ni; 4: 88% Ni, 8% Cr, 4% Al; and 5:
98% Ni, 2% Al. Areas 1, 4, and 5 were essentially nickel oxides, area 2 was nickel sulfide, and area 3 was pure nickel. Courtesy of Haynes
International, Inc.
9.3 Summary
High-temperature or Type I hot corrosion
generally occurs in the temperature range of
800 to 950 C (1470 to 1740 F). It is believed
that the molten sodium sulfate deposit is required to initiate hot corrosion attack. The Type I
hot corrosion morphology is typically characterized by a thick, porous layer of oxides with the
underlying alloy matrix depleted in chromium,
followed by internal chromium-rich suldes.
Low-temperature or Type II hot corrosion generally occurs in the temperature range of 670
to 750 C (1238 to 1382 F). Type II hot corrosion is characterized by pitting attack with
little or no internal attack underneath the pit.
Cobalt-base alloys are more susceptible to Type
II hot corrosion, which generally involves
pg 255
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20
Haynes alloy 230
10
10
Alloy
20
Weight change,
mg/cm2
625
230
25
11.5
80
150
188
10.0
9.9
90
30
40
50
Weight change, mg/cm2
60
70
100
Haynes alloy 25
110
120
130
140
150
160
170
180
Fig. 9.6
REFERENCES
pg 256
pg 257
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Chapter 9:
310SS
RA330 alloy
Alloy 800H
Alloy 625
HR160 alloy
1000 h
476 h
1000 h
940 h
1000 h
Fig. 9.7
Test specimens alloy HR-160, 625, 800H, RA330, and Type 310 at 900 C (1650 F) in the combustion gas stream generated
by a burner rig using No. 2 fuel oil (0.4% S) for combustion at 35:1 air-to-fuel ratio and with injection of 50 ppm sea salt into the
combustion gas stream. During testing, specimens were cycled once every hour. Source: Ref 24
Weight change,
mg/cm2
Metal loss,
mm (mils)
X
230
625
25
0.24
0.79
5.87
0.04 (1.6)
0.03 (1.2)
0.05 (1.9)
188
1.09
0.02 (0.8)
0.14 (5.5)
0.13 (5.1)
0.14 (5.3)
Completely corroded
(1.09 mm, or 43 mils)
0.07 (2.8)
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Marine Gas Turbines, Proc. Conf. High Temperature Alloys for Gas Turbines, COST 50,
1982, p 237
32. J.A. Goebel, Advanced Coating Development for Industrial/Utility Gas Turbine
Engines, Proc. First Conf. on Advanced
Materials for Alternative Fuel Capable
Directly Fired Heat Engines (Castine, ME),
Department of EnergyElectric Power
Research Institute, 1979, p 473
33. K.L. Luthra and J.H. Wood, High Chromium Cobalt-Base Coatings for Low Temperature Hot Corrosion, Thin Solid Films,
Vol 119, 1984, p 271
pg 258
Product code
05208G
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