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Proceedings of ASME Turbo Expo 2022

Turbomachinery Technical Conference and Exposition
GT2022
June 13-17, 2022, Rotterdam, The Netherlands

GT2022-82132

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ADDITIVELY MANUFACTURED GUIDE VANE WITH INTEGRAL MEASUREMENT SYSTEM
FOR VALIDATION ON ENGINE

Oleg Naryzhnyy Martin Lindbaeck Petr Laletin Alexander Rotar

Siemens Energy Siemens Energy Siemens Energy Siemens Energy
Finspang, Sweden Finspang, Sweden Finspang, Sweden Finspang, Sweden

ABSTRACT NOMENCLATURE

Thermal validation of gas turbine components is one of the AM Additive Manufacturing

key activities performed for engine characteristics evaluation AF Airfoil
and verification of a newly developed product. There are several CMM Coordinate-Measuring Machine
standard thermal validation methods: thermal paint, thermal CCTR Comparative Cooling Test Rig
crystals and thermocouples (TC). However, measurement results GV Guide Vane
from all the above – mentioned techniques are affected by the ID Inner Diameter
design of the component or limited by the technological IR Infrared
conditions of the application. HTC Heat Transfer Coefficient
This article is related to the specific part design applied by KHTC HTC correction factor
additive manufacturing (AM) for the first-stage gas turbine vane. LE Leading Edge
Validation is performed by thermocouple measurement OD Outer Diameter
technique. Thermocouple gauges are instrumented inside the OEM Original Equipment Manufacturer
additively manufactured turbine vane without any negative OH Operation Hours
impacts on the part cooling system or key interfaces, such as hot P Pressure
gas surfaces, and as a result without impact on the operation of PS Pressure Side
the entire turbine component. RMS Remote Monitoring System
Moreover, since guide vanes were covered with thermal SS Suction Side
barrier coating (TBC), and the metal temperature was recorded TBC Thermal Barrier Coating
throughout the entire period of operation, it became possible to TC Thermocouple
capture and analyze the effect of aging of the TBC. It is well TE Trailing Edge
known that the properties of TBC change over time and bring TLC Thermochromic Liquid Crystals
uncertainty into the component thermal state. This is due to the
fact that the TBC conductivity value depends on the exposure
time and the exposure temperature.
Thermal validation work shown in this paper was performed
in frame of new AM product development and supports all stages
of product development process in Siemens Energy.
Keywords: thermal validation, additive manufacturing, gas
turbine vane, thermocouple.

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1. INTRODUCTION
In general, there are four basic measurement techniques
used for thermal validation of the gas turbine components:
thermal paint, thermal crystal, high-speed infrared (IR)
monitoring system and thermocouples.

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Thermal paint and thermal crystal measurement methods do
not change the part design but are best suited for monitoring of
steady-state condition in dedicated short-duration test, require
special engine operational program and additional time for
evaluation of the collected data. Also, mentioned techniques
require engine stop and disassembly for collecting measurement FIGURE 1: SGT-700 GAS TURBINE
results.
High-speed IR monitoring system is also does not change The aim of this work was to replace a prior art turbine vane
the part design and is used for quicker validation of component design with an advanced cooling vane specifically adopted for
calculation models with improved information about the real additive manufacturing. The new vane has been designed to
temperatures in engine. This will reduce the risk with the maintain the hot gas path surfaces of airfoil and platforms, as
extended time between overhauls of engine components. well as the wedge, contact and other interfaces are the same as
However, this method is quite expensive and requires a on prior art vane. This is necessary so that the parts are
significant modification of turbine hardwire in order to install interchangeable. Design differences are inside the component.
this system. Airfoil (AF) cooling is performed by “in-wall” cooling channels
Temperature validation by use of TC’s could give very that are distributed along the leading edge, pressure side and
accurate values at any desired point in time, but this technique suction side of an airfoil, see Figure 2. Specified in-wall channels
leads to local changes of the cooling system design and therefore have entrances located in the outer and inner diameter (OD and
the measurements will be performed for a non-standard ID) platforms. Air passes through these channels and then blows
operational part design. In addition, the measurement is limited out to the internal cavity of airfoil. The air is then directed the
by the duration of the test and could not be performed in a trailing edge (TE) and exits through the TE pin bank.
standard operational gas turbine engine, since the instrumented The advantage of this design is high effective cooling
parts have reduced lifetime. system, which allow to have a more uniform temperature field
In a summary of the described methods, the validation over the surface.
results are accurate, however the validation processes have some
their specific disadvantages. However, application of AM
technology for thermocouple validation method looks quite
promising. The one of the advantages of AM is the possibility to
manufacture very complex and small-scale geometrical shapes.
Also, the technology allows for rapid production of new parts
design and modifications [1], [2]. This advantage makes it
possible to perform thermal validation on newly developed AM
turbine vane without any impacts on the part cooling system or
key interfaces, such as hot gas surfaces, and as the result without
impact on the operation of the turbine component.

2. NEW DEVELOPED PRODUCT, DESIGN

DESCRIPTION
Increasing the temperature of the hot gas at the turbine inlet FIGURE 2: SGT-700 AM GUIDE VANE 1 COOLING DESIGN
is the main driving factor for improving of efficiency of gas
turbine engine. However, the increase in temperature is limited 3. VALIDATION STRATEGY
by the material properties of hot gas path parts and, especially, A large-scale test campaign is developed and successfully
of the first turbine stage. Moreover, the implementation of implemented to mitigate the risks linked with limited experience
advanced cooling designs for the first stage turbine components with AM materials for cooled components of gas turbine [3].
is limited by conventional manufacturing methods, especially Conceptually it is as follows:
investment casting. • Testing on specimens/parts in specific laboratory
This article shows thermal validations works made for a conditions:
newly developed product in frame of AM program in Siemens o Water flow test. Airflow testing (mass flow and
Energy, particularly Guide Vane 1 for SGT-700. pressure tapping) and cut-up checks on specimens
to validate hydraulic models.

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o Qualitative comparative cooling test rig (CCTR) platform going from internal cavity to outside, Figure 5. This
and quantitative IR-camera testing of printed once again demonstrates the flexibility of AM technology which
components. CCTR test is used to check if the “in- in this case helps to easily take pressure measurements. Good
wall” cooling channels are blocked. The IR-camera agreement between measured and predicted values of internal
test is used to validate heat transfer characteristics pressure, received during the test, (within ± 2%) indicates that

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of developed cooling schemes. the ratio between pressure losses on AF in-wall channels and
• Engine short term thermal validation: pressure losses on TE pin bank is very close to expectation.
o Metal temperature measurements using
thermocouples in a customer engine.
• Engine long term lifetime validation.

3.1 WATER AND COLD FLOW TEST

Water and cold flow tests are required for validation of the
cooling system. The first is a qualitative test, and it only needs to
visually check if there are blocked channels in guide vane, see
Figure 3. All parts were tested for water flow, there were no
clogged channels observed.

FIGURE 5: INTERNAL PRESSURE PROBE

3.2 IR-CAMERA TEST

There are different methods for measurement of heat
transfer. The IR-camera test is used, since the application of the
thermochromic liquid crystals (TLC) test is limited for AM
components due to high roughness of surfaces. IR-camera test is
applied for real part which has actual roughness and dimensions.
The objective of the IR-camera test campaign is to get a
basis for detailed calibration of the cooling model [7]. Transient
thermal imaging of guide vane external surface allows to
establish local heating rates and give a possibility for an indirect
FIGURE 3: AM GV. WATER FLOW TEST
validation of heat transfer coefficients applied to internal
channels.
The cold flow is a quantitative test and was performed for This method is well-known for Gas Turbines Original
all parts with the different flow configurations. The test result Equipment Manufacturer (OEM) and commonly used for
shows good matching with predicted values of massflow (±1%), validation of cooled components. The test rig consists of a
Figure 4. compressed air supply system that supplies air to the guide vane
and a bypass to regulate the required inlet temperature. Upstream
of the vane the flow meter measures the flow rate entering the
model. The air temperature and pressure at the inlet to the vane
are measured with sensors. The test setup is presented in Figure
6.

FIGURE 4: AM GV. COLD FLOW TEST

It should be noted that for this cooling design, the main

parameters are temperature and pressure in the inner cavity of
the airfoil. For the pressure measurement there was printed a
guide vane with integrated channel in outer diameter (OD) FIGURE 6: RIG FOR IR-CAMERA TEST

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The external surface of the vane was covered with black

paint, and the surface temperature was obtained using an infrared
camera. Tests were done separately for pressure side, suction
sides, and leading edge (LE) regions.
Example of IR-image is shown in Figure 7.

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FIGURE 8: METAL TEMPERATURE COMPARISON BETWEEN
THERMAL-HYDRAULIC MODEL AND IR CAMERA

FIGURE 7: IR IMAGE IN A TIME MOMENT 3.4 AM GV DESIGN FOR THERMAL VALIDATION

TEST
Figure 8 shows the points containing metal temperature data Instrumentation with thermocouples for metal temperature
for airfoil from the IR-camera mapped into the thermal-hydraulic measurement is detailed in Figure 9. The key feature is that such
model. Depending on the camera resolution the quantity of such a scheme does not affect the cooling system. On the cold side
points can reach several thousand. For this particular case 60 there are additional channels for TC installation. Additionally,
points are sufficient. The transient metal temperature curves for for validation it is needed to measure the air temperature in the
several of them are presented as an example [4], [5]. internal cavity i.e., heat pick up in the airfoil cooling channels.
During heat transfer rig data evaluation, the following
approach was applied:
• Heat transfer coefficients (HTC) for “in-wall” cooling
channels are described by Dittus-Boelter correlations;
• As a result of IR-camera test heat transfer coefficient
enhancement factors (KHTC) should be obtained;
• The value of this correction factor was applied per each
hydraulic branch and for whole “in-wall” channel;
• This value was varied manually in a series of transient
calculations, until good match of measured and
calculated temperatures was achieved.
A series of thermal calculations with various KHTC in the
range from 1.0 to 2.0 were performed. 2D transient plots are FIGURE 9: AM GV MODEL FOR THERMAL VALIDATION
shown in Figure 8. The reasonable level of correction in the
range of 1.5 and 2.0. The solution was to add one or several channels for
Finally, an HTC correction factor equals to KHTC=1.6 was installation of thermocouples measurement gauges without
used as it gives the best match of the calculated temperature with adapting the existing cooling design. The channels run along the
the measured. Moreover, it should be noted that this factor is in existing airfoil walls and can be placed at the required
good agreement with the ASME publication [6]. measurement points. Such channels can be produced in any
The test parameters were determined based on the law of location. In the example shown, the channels are located on both
similarity. Reynolds numbers for the internal cooling channels the suction side and pressure side of the airfoil for the top, middle
correspond to Reynolds numbers under engine operating and bottom sections. The entrances to these channels are located
conditions. For testing, a real non-scaled metal guide vane was in the outer diameter platform, which makes it easy to put the
used. The test was carried out using air, so Prandtl numbers for thermocouple probe through the outer hole.
testing and engine operating conditions are the same. Thus, the The general advantages and key benefits of newly
enhancement factors defined during the test with an IR camera are developed additive manufacturing design for thermal validation
valid for engine operating conditions. process are:
• The design of the cooling system is unchanged without
affecting of the component lifetime.

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• Position and number of thermocouples depends only on

accessibility for application.
• The measurements could be performed in a chosen time
moment without impact on an engine operational state
and moreover could be done during the standard

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operation conditions.
• Additive manufacturing design allowed to avoid special
instrumentation procedures required for component,
and the time for instrumentation would be sufficiently
reduced.
• It’s not required to perform engine stop and
disassembly to collect the entire results that leads to
reduce validation process timeline. FIGURE 11: PRINTED AM GV
• The result of measurements does not require further
evaluations and could be analyzed straight from the In Figure 12 shown the machined and coated guide vane.
measurement moment
Finally, the number of measurements were reduced to the
three temperature measurements. Special channels for TC were
introduced into the AM guide vane model, as shown on Figure
9.
Boundary conditions and wall metal temperature around TC
head are presented on Figure 10. Due to the TC being located in
an area with the low metal temperature gradient (behind the
cooling channels) the expected difference between the “hot” and
“cold” walls is only 2ºC. It means that it doesn’t matter which
wall will be in contact with thermocouple due to the small
difference between their temperatures. Contact value between
TC head and walls also doesn’t matter for Steady State condition
because the temperature of the thermocouple will be equal to the
FIGURE 12: MACHINED (LEFT) AND COATED (RIGHT) GV
temperature of the wall in this location.
5. INSTRUMENTATION AND VALIDATION
In accordance with validation strategy the temperature test
should be performed for guide vane with TCs on the customer
engine. Three instrumented GV for metal and air temperature
measurements were installed.
There was no impact on engine assembly from design point
of view due to following:
• AM vane design interfaces are kept unchanged
compared to baseline component;
FIGURE 10: BC AND WALL METAL TEMPERATURE
• Small parts (inner, outer sleeves; OD & ID sealing
AROUND TC HEAD
strips) are the same as for baseline vane;
• Hot gas path surfaces (airfoil, OD & ID hot gas
4. MANUFACTURING AND QUALITY CHECK
surfaces) are kept the same as for baseline component.
In order to guarantee same quality of instrumented and
The vanes will be installed and then removed during
standard AM guide vanes, it is necessary to pass guide vanes
scheduled maintenance work.
through the same manufacturing sequence and to perform same
Before implementing the thermocouple design for vanes, a
volume of quality checks as for the standard, see Figure 11.
lab test was performed to compare different methods of
Quality steps included are geometry measurements with
thermocouple installations - additively manufactured holes
coordinate-measuring machine (CMM) and white light scanning,
versus the standard soldering installation. This test was done by
flow checking, microstructure analysis and material testing,
exposing the test objects to a sudden increase in temperature and
measurements of surface roughness.
monitoring the behavior of the thermocouples. The difference in
result between two installation methods was minor. The only the
risk was observed, when the thermocouples installed in area with
high metal temperature gradient. Therefore, for TC installation
was selected an area in AM vane with the low metal temperature

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gradient. The benefits of this approach have described in chapter

3.4 regarding boundary conditions. This solution makes our
design robust and simple, while we can eliminate many factors
that can affect the design and at the end, measurements.
The AM Vane design has been customized with two radial

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channels for metal temperature measurements and one central
hole for measurement of the air temperature inside of the airfoil
internal cavity.
In order to seal and fix thermocouples on guide vane, collars
are used, that will be brazed together with TCs, Figure 13. The
“short” type of collars will be placed in channels intended for
metal temperature measurements, and the “long” collar will be
used in central hole, and it functions to guide the TC probe inside FIGURE 15: AM GV THERMOCOUPLES LEAD OUT (LEFT).
the cavity. Then TCs with collars are sealed by spot welding. INSTRUMENTATION ON CUSTOMER ENGINE

5.1 TEMPERATURE MONITORING, TBC AGING

EFFECT
Continuous temperature measurements from thermocouples
are available in RMS. This is database with measured data from
Siemens Energy gas turbines. The data is monitored regularly
after the customer's engine is started. In Figure 16, shown how
the temperature measurements on our three vanes change over
time from commissioning to the present.

FIGURE 13: AM GV INSTRUMENTATION DESIGN – METAL

AND AIR TEMPERATURE PROBES

Figure 14 shows a guide vane with installed thermocouples

and 3 instrumented additively manufactured guide vanes
installed in the customer engine.

FIGURE 16: AM GV CONTINUOUS TEMPERATURE

MONITORING

To have the basis for metal temperature validation, the

FIGURE 14: INSTRUMENTED AM GV BEFORE (LEFT) AND following actions were taken with thermal-hydraulic model to
AFTER RING ASSEMBLY (RIGHT) bring it to the engine test conditions:
• the hydraulic model remains the same as the flow
As presented in Figure 15, the TC wires are easily led out measurement is in good agreement with the flow specification;
through existing sleeve’s orifice (right) and through the standard • aero and secondary air flow boundary conditions were
lead out part called “mushroom”, which is installed to the used for operating conditions;
standard hole of turbine casing (left). • TBC coated scheme was modified in accordance with
manufacturing data, so thickness values were applied to the
model according to measurement from coating lab reports.
Here it is also necessary to note the important factor as the
TBC conductivity. Its behavior is a point of discussion, since it
has some features that distinguish it from design case. Analysis
of the available data showed that the TBC conductivity can be
0.8-1.0 W/mK [8] and 0.7-0.9W/mK [9].

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The fact is that the TBC conductivity value depends on the 6. CONCLUSION
exposure time and exposure temperature. At the beginning, the Thermal tests described in this paper was performed on a
conductivity is low due to the porosity level and stable newly developed component where cooling system is unchanged
microstructure, there are no microcracks. During engine therefore without affecting of the component lifetime. TC
operation, the sintering process reduces porosity, and cycling application on component has been performed without special

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results in the formation of microcracks on the surface, which instrumentation procedures, which usually requires the rework
increases thermal conductivity. At some point this process fade of component. The temperature measurements have been taken
and the conductivity value stabilized. In this case, the TBC in a chosen time moment without impact on an engine
conductivity value was taken as half of the nominal value, which operational state. There was no requirement to perform engine
is relevant for a virgin TBC and a given exposure temperature, stop and disassembly for collecting results, the measurements
Figure 17. were analyzed straight from the taken moment without any
The measured temperatures increased steadily and were in additional evaluations. It should also be noted that this approach
line with forecast for the new TBC conductivity. According to has a benefit for newly developed product as a lifetime indicator.
the data, only after 5000 hours of operation TBC conductivity Any significant drop in temperature will be recorded and
begins to approach the nominal value. signaling a problem with the component.
This paper illustrates that using AM technology as
manufacturing method for thermal validation process is simple,
robust, and effective.
All activities and results shown in this article were
performed in frame of new AM product development and
supports all stages of product development process in Siemens
Energy.

ACKNOWLEDGEMENTS
The authors would like to thank Siemens Energy for the
FIGURE 17: TBC CONDUCTIVITY VS. EXPOSURE TIME opportunity being involved to so innovative work and to all the
people involved in this work.
5.2 BOROSCOPE INSPECTION ON CUSTOMER
ENGINE REFERENCES
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