MAR TOC
Proceedings of
ROLLS ROYCE/ALLISON 501-K GAS TURBINE
ANTI-FOULING COMPRESSOR COATINGS EVALUATION
Daniel E. Caguiat
Naval Surface Warfare Center
Carderock Division
Gas Turbine Emerging Technologies, Code 9334
ABSTRACT
The Naval Surface Warfare Center, Carderock Division
(NSWCCD) Gas Turbine Emerging Technologies Code 9334
was tasked by NSWCCD Shipboard Energy Office Code 859 to
research and evaluate fouling resistant compressor coatings for
Rolls Royce Allison 501-K Series gas turbines. The objective
of these tests was to investigate the feasibility of reducing the
rate of compressor fouling degradation and associated rate of
specific fuel consumption (SFC) increase through the
application of anti-fouling coatings. Code 9334 conducted a
market investigation and selected coatings that best fit the test
objective. The coatings selected were Sermalon for compressor
stages 1 and 2 and Sermaflow S4000 for the remaining 12
compressor stages. Both coatings are manufactured by
Sermatech International, are intended to substantially decrease
blade surface roughness, have inert top layers, and contain an
anti-corrosive aluminum-ceramic base coat. Sermalon contains
a Polytetrafluoroethylene (PTFE) topcoat, a substance similar
to Teflon, for added fouling resistance.
Tests were conducted at the Philadelphia Land Based
Engineering Site (LBES). Testing was first performed on the
existing LBES 501-K17 gas turbine, which had a non-coated
compressor. The compressor was then replaced by a coated
compressor and the test was repeated. The test plan consisted
of injecting a known amount of salt solution into the gas turbine
inlet while gathering compressor performance degradation and
fuel economy data for 0, 500, 1000, and 1250 KW generator
load levels. This method facilitated a direct comparison of
compressor degradation trends for the coated and non-coated
ASME Turbo Expo 2002
June 3-6, 2002, Amsterdam, The Netherlands
GT-2002-30261
compressors operating with the same turbine section, thereby
reducing the number of variables involved.
The collected data for turbine inlet, temperature, compressor
efficiency, and fuel consumption were plotted as a percentage of
the baseline conditions for each compressor. The results of
each plot show a decrease in the rates of compressor
degradation and SFC increase for the coated compressor
compared to the non-coated compressor. Overall test results
show that it is feasible to utilize anti-fouling compressor
coatings to reduce the rate of specific fuel consumption increase
associated with compressor performance degradation.
INTRODUCTION
Salt ingestion testing, conducted at the Philadelphia Land Based
Engineering Site (LBES) has shown that the Allison 501-K17
gas turbine’s specific fuel consumption clearly increases as its
compressor becomes fouled. Fouling is the process of dirt,
soot, salt, and other contaminants adhering to the blades of the
compressor. Fouling reduces aerodynamic performance by
restricting airflow and increasing blade surface roughness and
associated frictional losses.
The U.S. Navy’s Preventative Maintenance System (PMS)
contains the procedures for performing internal detergent crank
wash on the Allison 501-K17 Gas Turbine. Detergent crank
wash is the process of motoring the gas turbine, using the
turbine’s starter, while spraying a detergent solution into the
compressor to wash the blades. Crank washing, which is
currently performed after every 500 hours of gas turbine
operation, cleans the compressor blades and restores
1 Copyright © 2002 by ASME
compressor performance to a certain level. However, during
each 500-hour interval, gas turbine compressor performance
continues to degrade, resulting in an increased specific fuel
consumption and increased operational cost.
One method of potentially decreasing the rate at which fouling
occurs is to apply a fouling-resistant coating to the compressor
blade surfaces. Fouling resistant coatings typically have surface
finishes that are several times smoother than the underlying
compressor blade material. In addition, these coatings are
normally un-reactive with dirt, salt and other foulants. These
two properties result in a decrease in the ability of a foulant
particle to adhere to a given blade.
NOMENCLATURE
Ngg-Gas Generator Speed
CDP-Compressor Discharge Pressure
CDT-Compressor Discharge Temperature
TIT-Turbine Inlet Temperature
SFC-Specific Fuel Consumption
TEST OBJECTIVE
The Naval Surface Warfare Center, Carderock Division
(NSWCCD) Gas Turbine Emerging Technologies Code 9334
was tasked by NSWCCD Shipboard Energy Office Code 859 to
research and evaluate fouling resistant compressor coatings for
Rolls Royce Allison 501-K Series gas turbines. The objective
of these tests was to investigate the feasibility of reducing the
rate of compressor fouling degradation and associated rate of
specific fuel consumption (SFC) increase through the
application of anti-fouling coatings. The results from these tests
will indicate the benefits of conducting actual shipboard fuel
economy tests with a coated compressor.
PRELIMINARY RESEARCH
The preliminary research phase began with a study of the effects
of fouling on gas turbine compressor operation. It also included
examining 501-K gas turbine operation in order to determine
the best method for conducting coatings tests on this engine.
Possible foulants were selected and an injection system was
developed for the gas turbine. Finally, reports from previous
Naval Surface Warfare Center fouling-related tests were
examined, and data was used to formulate the test plan.
DETERMINATION OF FOULING METHOD
Fouling/coatings tests were conducted at the DDG-51 Land
Based Engineering Site (LBES) rather than in an actual
shipboard environment. Since cost and time were limiting
factors at LBES, it was necessary to determine a method of
simulating a typical shipboard fouling cycle in an accelerated
manner. Such a simulation involves consideration of the
following factors:
Shipboard Foulants
It was necessary to determine what different types of foulants
might be present in a shipboard environment. Sand, sea salt,
soot from re-ingested exhaust and airborne dirt are all possible
foulants. However, for a DDG-51 class ship, sand is most likely
not a major issue since operations are not primarily near the
shoreline. Soot, dirt and salt are therefore the most likely
foulants present in such an environment.
Method of Cleaning Gas Turbine After Test Completion
In developing a system to inject foulants, it was necessary to
consider not only system effectiveness but also a method of
cleaning the gas turbine and removing foulants after test
completion. It was determined that soot and dirt might be
extremely difficult and costly to remove from both the gas
turbine internal components as well as the inlet plenum.
Therefore, a decision was made to use only sea salt as a foulant.
Salt Ingestion Rate
The goal of these tests was not to make a direct correlation
between test site and shipboard data, but to determine the effect
of fouling on performance parameters in general. Therefore,
the focus was placed on ensuring that a sufficient amount of
fouling occurred during the test duration. In selecting an initial
salt injection rate, the following information was considered:
1. The typical salt-in-air concentration ingested into fleet gas
turbines. This was chosen to be 0.01 parts per million
based upon filter specifications and Reference 1.
2. The average mass flow rate for the gas turbine. This was
determined, based upon engine data, to be 17 kg/sec or 38
lb/sec.
3. The length of time that a fleet gas turbine must operate
before a clearly visible fouling trend is evident. This was
arbitrarily chosen to be 2000 hours (or approximately 1
year of operation).
4. Using the information from steps 1-3, and using a salt
solution concentration of 5%, a calculation was performed
to determine the flowrate that would be needed for a clear
fouling trend to be evident after a 4-hour maximum test
duration. This calculation is shown in Table 1 below.
2 Copyright © 2002 by ASME
 Table 1: Calculations for Initial Salt Injection Rate to impinge on the compressor blades more often than smaller
droplets (Reference 2). Thus, the selection of these nozzles
Inlet Air Flowrate (kg air/sec) 17 X
Typical Salt Concentration further accelerated fouling.
Downstream of Air Filters (kg 1.00E-08 /
salt/kg air)
Fraction of salt in saltwater (kg
5.00E-02 /
salt/kg saltwater)
Salt Water Density (kg
1026 X
saltwater/m^3 saltwater)
Conversion Factor gal/m^3 264 X
Conversion Factor (sec/hr) 3600 X
Ratio: (Desired Test
1000 =
Hours/Actual Fleet Hours)
Required Salt Water Flowrate
3.0 GPM
(gal/hr)
5. Nozzles were selected to produce the necessary 3.0 GPH
flowrate.
6. Once the fouling tests began, performance data trends were
analyzed and the salt solution concentrations were adjusted
accordingly.

The final salt ingestion parameters are shown in Table 2.

Table 2 Figure 1: Salt Spray Nozzle Flow Rate Vs. Air and Water
Pressures
Solution Concentration Flowrate Fouling Interval
0.50% 3 GPM 0.25 hours

Salt Injection System Arrangement

The salt injection systems developed for these tests consisted of

an air-pressurized tank holding salt solution, two gas turbine
inlet-mounted air-atomized spray nozzles, associated tubing and
instrumentation.

Salt Water Droplet Size

The salt spray system was capable of injecting a salt spray

solution at a flow rate of 3 gallons per hour. The salt spray
system had two nozzles and each of them was operated at 1.5
gallons per hour. As shown in Figure 1 below, there are a
number of water pressure/air pressure combinations that will
produce a flow rate of 1.5 gallons per hour. For these tests, Figure 2: Median Volume Diameter vs. Air Pressure for
Salt Nozzles
pressures of 60 psi and 40 psi were chosen for water and air
respectively.

As shown in Figure 2 below, at a water pressure of 60 psi and Table 3: Inlet Salt Requirements from MIL-E-17341C
an air pressure of 40 psi, median droplet volume diameter is Inlet Salt Concentration
Maximum Particles Greater Than
approximately 50 micron. Table 3 below (taken from Reference 13 Micron
0.003 25%
1 for gas turbine engines), shows that at an average inlet salt 0.007 45%
concentration of 0.01 parts per million (which is within the 0.016 45%
range of the filter specification for the 501-K17), at least 45% 0.03 50%

of particles should be under 13 micron. The salt nozzles

selected for these tests primarily produced droplets larger than
13 micron. Since the larger droplets will have more Salt Deposit Geometry
momentum, they should not be redirected by the airstream as
It was assumed that in the LBES accelerated test environment,
easily as smaller droplets. Therefore, larger droplets will tend
salt would have a propensity to deposit in the same locations on

3 Copyright © 2002 by ASME

the compressor blading as it would in a non-accelerated
shipboard environment. This assumption should be valid since
as the airstream carries salt through the compressor, salt tends
to adhere to stagnation points on the compressor blading.
These stagnation points are independent of time frame and
therefore salt deposition geometry is independent of time frame.
EFFECTS OF FOULING ON COMPRESSOR PERFORMANCE
Foulants adhering to the compressor blades increase blade
surface roughness which produce more turbulent flow through
the compressor (Reference 3). This increases the amount of
energy required to obtain a given pressure ratio by moving
compressor operation further from an isentropic operating
condition and more toward an operating point at which
frictional losses must be overcome. Furthermore, as a
compressor becomes fouled, the mass flow of air through each
stage of the compressor will be reduced due to the increased
thickness of the now turbulent boundary layer (Reference 3).
This will further decrease pressure ratio and increase the
effective angle of attack of each compressor blade. As fouling
continues, in the extreme case, this angle of attack can increase
until compressor stall occurs (Reference 4).
501-K GAS TURBINE ENGINE OPERATION AND THE
SPECIFIC EFFECTS OF FOULING
The Rolls Royce/Allison 501-K gas turbine generator consists
of a gas turbine that is mechanically coupled to a generator
through a reduction gearbox. The 501-K governor maintains its
speed, Ngg, at around 13,820 RPM at all times. Therefore, for
a “clean”, new engine operating under standard day conditions,
there is a certain compressor discharge pressure (CDP),
compressor discharge temperature (CDT), fuel flow rate, and
turbine inlet temperature (TIT) associated with each electrical
load.
As fouling occurs under such constant Ngg and electrical load
conditions, CDP will decrease. Since the energy of the air
stream is dependent on the fuel/air mixture, fuel flow rate will
need to increase in order to maintain the load. In addition, CDT
and TIT will increase since the increased surface roughness
associated with fouling leads to increased frictional losses.
MARKET RESEARCH
Market research was conducted in order to select the proper
anti-fouling coatings for use on the 501-K17. There were a
number of companies identified which manufacture compressor
coatings including Standard Aero Inc, MDS-PRAD (a joint
Russian-Canadian venture), and Sermatech International.
However, Sermatech was the most prominent supplier of these
coatings and had a variety of coatings in use on commercial gas
turbines.
NSWCCD Code 9334 met with a Sermatech representative and
a metallurgist from Limerick, PA. The representative from
Sermatech inspected a decommissioned Navy-owned Allison
501-K17 gas turbine compressor and determined the best
Sermatech coatings for providing fouling resistance. The
coatings recommended were Sermalon on the first two
compressor stages and Sermaflow S-4000 for the remaining 12
stages. Sermalon contains a Polytetrafluoroethylene (PTFE) (A
substance similar to Teflon) topcoat and is therefore more
fouling resistant than Sermaflow S-4000. However, the
Sermalon coating system is thicker than Sermaflow S-4000 and
would restrict the airflow through latter compressor stages to
the point where its application may be detrimental to
performance. Sermaflow S-4000 is a smooth, inert coating and
provides fouling resistance along with a thin coating thickness
for latter compressor stages.
Under contract to NSWCCD Code 9334, John J. McMullen
Associates (JJMA) performed additional research related to
coating properties and possible methods of comparing coated
versus non-coated compressors. In this report, JJMA
recommended testing the Sermatech coatings. In addition,
JJMA recommended that Aeroblue AF, manufactured by
Standard Aero, also be tested. NSWCCD Code 9334
considered testing Aeroblue AF, but since Aeroblue is similar to
Sermalon and due additional funding required for a third
antifoulant coating, a decision was made to test only the two
Sermatech coatings.
ANTI-FOULING COMPRESSOR COATING PROPERTIES
Surface Roughness
A major factor in fouling resistance of compressor coatings is
surface finish roughness. Foulants will tend to more easily
adhere to a rougher, more frictional surface. For this test,
surface roughness was measured using the method outlined in
Reference 5 (McMordie, et al. 1994). The apparatus used for
this method consists of a stylus, which is stroked along the
surface of the compressor blade and induces an electrical signal
that is proportional to its vertical velocity. The stylus moves a
distance (referred to as the cut-off) of either 0.01 or 0.03 inches
as a reading is taken. The stroke length must be at least 5 times
the cut-off length. The five readings obtained are then averaged
and the resulting value is converted into actual surface height
variation (i.e. surface roughness), which is measured in micro-
inches or Ra.
Typical non-coated, new compressor blades can have Ra values
of 35-40 micro-inches. These Ra values will increase
substantially as fouling or corrosion pitting occurs while a
compressor is in service. The surface roughness for the blades
of the 501-K compressor coated for this test was between 60-70
Ra. Ra values for both coatings applied by Sermatech were
4 Copyright © 2002 by ASME
measured using a 0.03 cut-off. The average roughness was 14
Ra with many of the values between 9-11 Ra.
Properties of Coatings Applied
The anti-fouling compressor coatings tested were Sermatech’s
Sermalon 962/1140 and Sermaflow S-4000. The Sermalon
structure is shown in Figure 3 below. As shown, it consists of
three layers. The Al/ceramic basecoat bonds to the substrate
and provides protection against corrosion. The Al-filled
intermediate coat further prevents corrosion, and the PTFE-
filled topcoat resists fouling.
The Sermaflow S-4000 structure, shown in Figure 4, is a single
layer coating consisting of an aluminum ceramic coating which
prevents corrosion of the substrate and decreases surface
roughness to prevent fouling. Sermaflow S-4000, like the
Sermalon topcoat, is highly inert to prevent salt or other
foulants from chemically bonding with it. The chemical
bonding, which occurred on non-coated blades, tended to
corrode the blade and increase surface roughness, thereby
increasing the fouling rate of the compressor.
Figure 3: Sermalon Coating Cross-Section
Figure 4: Sermaflow S-4000 Cross Section
TEST METHODOLOGY
The test plan conducted for both coated and non-coated
compressor fouling tests was as follows:
1. Collect data at selected operating points within the gas
turbine’s range. This was to be done by varying generator
load from 0 to 1250 KW (0, 500, 1000, and 1250 KW).
2. Inject a known quantity of salt into the gas turbine inlet.
The quantity calculated was 0.0158 pounds of salt to be
sprayed over the course of 15 minutes.
3. Repeat steps 1 and 2 until a clear data trend is evident.
Performance parameters monitored included compressor inlet
and discharge temperatures and pressures, engine vibration, fuel
volumetric flow rate, turbine inlet temperature, and generator
load. Data was collected at generator loads of 0, 500, 1000,
and 1250 KW. Salt was then sprayed at a rate of 3 gallons per
minute with a concentration of 0.5% for the 15 minute injection
period. This process of data point collection between 15-minute
salt spray intervals would allow “snapshots” of compressor
health during the course of a fouling cycle. The equation used
to calculate compressor efficiency for the 501-K is given in
Equation 1.
Equation 1: [(Pt3/Pt2)γ−1/γ−1] /[(Tt3/Tt2)-1]
Where state 2 is defined as the total pressure (Pt2) and
temperature (Tt2) at the compressor inlet and state 3 is defined
as the total pressure (Pt3) and temperature (Tt3) at the
compressor exit and where gamma, γ, is the ratio of specific
heats for air in these respective states.
5 Copyright © 2002 by ASME
TEST RESULTS

COMPRESSOR COATING APPLICATION RESULTS

The compressor tested was a decommissioned asset from USS

Compte De Grasse that and required overhaul prior to coating
application. After overhaul completion, the compressor was
disassembled and shipped to Sermatech in Limerick, PA for
application of the two coatings. Figures 5 through 7 show the
coated compressor components prior to reassembly. Figure 5
shows the compressor and diffuser casing coated with Sermatel
6F-1. Figure 6 shows stages 1 and 2 stators and blades coated
962/1140, a Sermalon variation. Figure 7 shows the air inlet
guide vane assembly and various blades coated with Sermaflow
S-4000. After being coated, the compressor was then shipped
back to Standard Aero for reassembly. The complete,
reassembled compressor was installed in place of the existing
LBES 501-K17 compressor for testing.

Figure 7: Inlet Guide Vanes and Compressor Blades coated

wth Sermaflow S-4000

DATA TRENDS

Data from the fouling test on the non-coated Allison 501-K17

gas turbine shows a nearly linear upward trend in fuel flow rate,
Figure 5: Compressor Casing Coated with Sermatel 6F-1
a nearly linear upward trend in CDT and a nearly linear
downward trend in CDP (see Figures 8-10) as the salt intake
increases. This equates to a downward trend in compressor
adiabatic efficiency. Note that the amount of salt required to
reduce CDP by 7% and increase fuel flow and CDT by 3% was
only 0.065 pounds.

Figure 6: Stages 1 and 2 coated with 962/1140

6 Copyright © 2002 by ASME

 efficiency loss was realized after less than 0.08 lbs of salt were
ingested by the gas turbine. The baseline test was repeated to
verify these results.

As shown in Figure 12, turbine inlet temperature also indicated

compressor degradation. This wasis expected for a fouled
compressor, as more energy is required to produce a given
pressure ratio than for a “clean” compressor. This energy is
used to compensate for the increase in friction and turbulence
associated with salt deposits on the compressor blades.
Therefore, to obtain this additional energy, more fuel must be
burned, causing combustor discharge temperatures (turbine inlet
temperatures) to increase.

Average Efficiency Loss

Figure 8: Fuel Flow vs. Salt Intake 7.00%

6.00%

Ad iab atic E fficien cy Lo ss (% )

5.00%

4.00%

Average Efficiency Loss

3.00%

2.00%

1.00%

0.00%
0 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09

Salt Intake (lbs)

Figure 11: Adiabatic Efficiency Change vs. Salt Intake

Figure 9: CDP vs. Salt Intake

Figure 12: TIT vs. Salt Intake

COATED VS. NON-COATED COMPARISON

Figure 10: CDT vs. Salt Intake
Graphs, similar to Figures 8 through 12, compared coated and
In addition, compressor adiabatic efficiency was calculated
non-coated compressor performance. These results are shown
using equation 1. As can be seen in Figure 11 below, a 6.5%
in Figures 13 through 17. As shown, there are clear decreases

7 Copyright © 2002 by ASME

in degradation for each parameter associated with the coated
compressor. The results are further verified at each load level.
In addition, repeat tests were conducted on each compressor to
further verify results.

Figure 15: CDT Comparison

Figure 13: Fuel Flow Comparison

Figure 16: Compressor Efficiency Comparison

Figure 14: CDP Comparison

Figure 17: TIT Comparison

8 Copyright © 2002 by ASME

CONCLUSIONS AND RECOMMENDATIONS

The Rolls-Royce/Allison 501-K17 was sensitive enough to

fouling to yield clearly visible trends in all operational
parameters that were measured. In addition, it is feasible to
quantify fuel economy losses associated with fouling of the
501-K17 in a shipboard environment provided shipboard
foulants adhere in a similar manner as in the LBES test. This
will facilitate a shipboard fuel economy comparisons for a
coated vs. non-coated compressor

A direct numerical correlation between degradation rates during

this accelerated test versus an actual shipboard environment
would be questionable due to the larger saltwater droplet sizes
used for the test. However, results from these tests show that
the application of the compressor coatings significantly
improved the compressor’s resistance to fouling. This
improvement to fouling resistance can be seen in pressure ratio,
TIT, overall compressor efficiency, and fuel consumption
slopes during the fouling cycle. Based upon these results, it is
recommended that a coated compressor be evaluated in a
shipboard environment in order to further quantify fuel
economy gains associated with a coating application.

ACKNOWLEDGMENTS
The author wishes to thank the following:
1) Brian Rampolla, John J. McMullen and Associates

REFERENCES
1) MIL-E-17341C, Military Specification: Engines, Gas
Turbine, Propulsion and Auxiliary Naval Shipboard, Section
4.3.2.3
2) Weinert, E.P. and Carlton, G.A., Salt-Water Problems in
Marine Gas Turbines
3) Rainer Kurz and Klaus Brun, Degradation in Gas Turbine
Systems, ASME 2000-GT-345 (2000)
4) Mezheritsky, A.D., Sudarev, A.V., The Mechanism of
Fouling and the Cleaning Technique in Application to Flow
Parts of the Power Generation Plant Compressors, ASME 90-
GT-103 (1990)
5) Bruce G. McMordie, Measuring Surface Finish of
Compressor Airfoils Protected by Environmentally Resistant
Coatings, Aerospace/Airline Plating and Metal Finishing Forum
(April 1994)

9 Copyright © 2002 by ASME