Academic literature on the topic 'Commercial PVD coatings'

Physical Vapor Deposition (PVD) is a coating technique that relies on the creation of a vapor phase, under vacuum conditions, that condenses on a substrate to form a coating. PVD coatings of titanium nitride are commonly used in functional applications to promote faster cutting speeds and to prolong tool life, leading to operational cost savings and improved productivity. Some of the limitations of a PVD coating for functional applications are based on the coating thickness, where a lower coating thickness reduces the wear volume available on a contacting surface. Also of issue is the presence of globules or "macros" in the coating resulting in a non-homogeneous, rougher surface. The formation of macros in a PVD coating is particularly associated with the cathodic arc PVD system. This study investigated the effects of chamber pressure, substrate bias voltage and arc current and their interaction, on physical parameters of titanium nitride coatings deposited in a commercial cathodic arc PVD system. Scanning Electron Microscopy (SEM) was used to provide a measure of the consistency of the coating topography and an indication of the number of macros in the coatings. Atomic Force Microscopy (AFM) was used to provide numerical values for the roughness of the coatings. The information from these two instruments was combined to provide the optimum processing conditions for the reduction of macros.

This study investigates the mechanical properties, surface integrity, and chemical configuration of PVD-coated high-speed steel (HSS) cutting tools, with a particular focus on titanium nitride (TiN) and titanium aluminium nitride (TiAlN) coatings. A range of characterisation methodologies were employed to examine the impact of pre-coating surface conditions on the resulting coatings. This impact includes the effects of gas bubble production and unequal distribution of elements, which are two unwanted occurrences. Notwithstanding these difficulties, coatings applied on surfaces that were highly polished exhibited more consistency in their mechanical and elemental characteristics, with a thickness ranging from 2 to 4 µm. The study of mechanical characteristics confirms a significant increase in hardness, from an initial value of roughly 1000 HV0.5 for untreated tools to 1300 HV0.5 for tools with physical vapour deposition (PVD) coatings. Although PVD coatings produced on an industrial scale might not exceed the quality of coatings manufactured in a laboratory, they do offer substantial enhancements in terms of hardness. This study highlights the significant importance of thorough surface preparation in achieving enhanced coating performance, hence contributing to the efforts to prolong the lifespan of tools and enhance their performance even under demanding operational circumstances.

Friction and wear are significant contributors to energy consumption, requiring the development of wear-resistant materials. Titanium nitride (TiN) coatings provide a potential solution for protecting metal parts from wear when they are applied over forming and cutting tools as TiN is characterized by low coefficient of friction and high hardness. However, local heat generation and brittle properties can cause cracks, affecting tool life and finished product accuracy. This article explores the wear behavior of TiN-based coatings over the substrates. In most cases, the TiN coatings are applied using Physical and Chemical Vapor Deposition (PVD and CVD), and duplex treatment methods. PVD and CVD techniques have been the preferred processes for years for the deposition of various industrially important coatings, with the typically producing single coatings like ceramics or intermetallics. This study concludes multilayer or multiphase coating can improve fracture resistance, acting as a crack inhibitor and improving tribological properties. Duplex treatment shows potential for future advancements and has been developed to address these issues and extend PVD and CVD processes' commercial viability.

Nowadays, silicon nitride based cutting tools are used to machine cast iron from the automotive industry and nickel superalloys from the aero industries. Advances in manufacturing technologies (increased cutting speeds, dry machining, etc.) induced the fast commercial growth of physical vapor deposition (PVD) coatings for cutting tools, in order to increase their life time. In this work, a new composition of the Si3N4 ceramic cutting tool was developed, characterized and subsequently coated, using a PVD process, with aluminum chromium nitride (AlCrN). The Si3N4 substrate properties were analyzed by XRD, AFM, hardness and fracture toughness. The AlCrN coating was analyzed by AFM, grazing incidence X-ray diffraction (GIXRD) and hardness. The results showed that this PVD coating could be formed homogeneously, without cracks and promoted a higher surface hardness to the insert and consequently it can produce a better wear resistance during its application on high speed machining.

Thermal barrier coatings (TBCs) have been used for almost three decades to extend the life of combustors and augmentors and, more recently, stationary turbine components. Plasma-sprayed yttria-stabilized zirconia TBC currently is bill-of-material on many commercial jet engine parts. A more durable electron beam-physical vapor deposited (EB-PVD) ceramic coating recently has been developed for more demanding rotating as well as stationary turbine components. This ceramic EB-PVD is bill-of-material on turbine blades and vanes in current high thrust engine models and is being considered for newer developmental engines as well. To take maximum advantage of potential TBC benefits, the thermal effect of the TBC ceramic layer must become an integral element of the hot section component design system. To do this with acceptable reliability requires a suitable analytical life prediction model calibrated to engine experience. The latest efforts in thermal barrier coatings are directed toward correlating such models to measured engine performance.

In this study, the average residual stresses were determined in hard PVD nACRo (nc-AlCrN/a-Si3N4), nACo (nc-AlTiN/a-Si3N4), AlCrN, TiAlN, and TiCN commercial coatings through the deflection of the plate substrates and the simultaneous measurement of length variation in thin-walled tubular substrates. The length measuring unit was used for the measurement of any length change in the tubular substrate. A change in tube length was reduced to the deflection of the middle cross-section of the elastic element for which deformation was measured using four strain gauges. The cross-sectional microstructure and thickness of the coatings were investigated by means of scanning electron microscopy (SEM), and a determination was made of the chemical composition of the coatings and substrate by means of energy dispersive X-ray spectroscopy (EDS). The values of average compressive residual stresses, as determined by both methods, were very high (with a variation of between 2.05 and 6.63 GPa), irrespective of coating thickness, but were dependent upon the shape of the substrate and on its position in relation to the axis of the rotating cathode. The thicknesses of the coatings that were deposited on the plates with two parallel fixings (such as the nACRo coatings on the front surface at 6.8 μm and on the rear surface at 2.9 μm) and on the tubular substrates (10.0 μm) were significantly different. The higher average compressive residual stresses in the coating correlate to the higher average relative wear resistance that was obtained during field wear testing.

Thermal barrier coatings (TBCs) are an enabling materials technology to improve the efficiency and durability of gas turbines and thus through such efficiency improvements offer reduce fuel usage and an associated reduction in CO2 emission. This commercial drive is pushing both aero- and industrial turbines to be lifetime dependent on TBC performance – the TBC must be “prime reliant”. However, the prediction of the durability of the TBC system has proved difficult, with lifetimes varying from sample to sample and component to component. One factor controlling this is the inability to measure accurately the bondcoat/ceramic interface temperature when buried under a TBC. In operating engines this is further exacerbated by the fact that such TBC systems operate in strong temperature gradients due to the need to cool aerofoil components. This research examines the design and manufacture of self diagnostic thermal barrier coatings capable of accurately measuring the interface temperature under the TBC, whilst providing the requisite thermal protection. Data on the temperature sensing capability of various rare earth doped EB-PVD thermal barrier coatings will be reported. It will be shown that systems exist capable of measuring temperatures in excess of 1300oC. Details of the measurement method, the compositions and the thermal stability of such systems will be discussed in this paper. The ability to produce a sensing TBC capable of measuring interface temperature, surface temperature and heat flux will further be discussed permitting the design of thermal barrier protected components capable of in-situ performance monitoring.

Piston ring and cylinder liner (PRCL) interface is a major contributor to the overall frictional and wear losses in an IC engine. Physical vapor deposition (PVD) based ceramic coatings on liners and rings are being investigated to address these issues. High temperature requirements for applications of conventional coating systems compromise the mechanical properties of the substrate materials. In the current study, experimental investigation of tribo-mechanical properties is conducted for various titanium nitride (TiN) coated PRCL interfaces in comparison with a commercial PRCL system. Low-temperature PVD based TiN coating is successfully achieved on the grey cast iron cylinder liner samples. Surface roughness of the grey cast iron cylinder liner substrates and the thickness of TiN coating are varied. A comprehensive comparative analysis of various PRCL interfaces is presented and all the trade-offs between various mechanical and tribological performance parameters are summarized. Coating thickness between 5 and 6 micrometres reports best tribo-mechanical behaviour. Adhesion and hardness are found to be superior for the TiN coatings deposited on cylinder liner samples with higher roughness, i.e., ~ 5-micron Ra. Maximum 62 % savings on the COF is reported for a particular PRCL system. Maximum 97% saving in cylinder liner wear rate is reported for another PRCL system.

This study aims to optimize the performance of CrN coatings deposited on WC cutting tools for machining Ti6Al4V alloy, where the formation of built-up edge (BUE) is a prevalent and critical issue. In-house CrN coatings were developed using the PVD (Physical Vapor Deposition) process, with variations in deposition parameters including nitrogen gas pressure, bias voltage, and coating thickness. A comprehensive experimental approach encompassing deposition, characterization, and machining performance evaluation was employed to identify the optimal deposition conditions. The results indicated that CrN coatings deposited at a nitrogen gas pressure of 4 Pa, a bias voltage of −50 V, and a thickness of 1.81 µm exhibited superior performance, significantly reducing BUE formation and tool wear. These optimized coatings demonstrated enhanced properties, such as a higher elastic modulus and a lower coefficient of friction, which contributed to improved tool life and machining performance. Comparative studies with commercial CrN coatings revealed that the in-house developed coatings outperformed the commercial variants by approximately 65% in tool life, owing to their superior mechanical properties and reduced friction. This research highlights the potential of tailored CrN coatings for advanced machining applications and emphasizes the importance of optimizing deposition parameters to achieve high-performance tool coatings.

The outstanding thermal, mechanical, electrical and electronic properties of nanocrystalline materials and carbon nanotubes hasattracted considerable research interests, and is now one of the major identifiable activities for material scientists. However, the practical and commercial use of these materials requires efficient processing methods, which needs to be compatible with the existing processes. One of the problems limiting their application is preparation of these materials. Currently, these materials have been prepared in the laboratory by traditional method of compacting the metallic powders which consist of particles at nanoscale. This method has many limitations to achieve properties required at nanoscale. The development of surface nanostructured coatings has been considered as potential industrial application. The nanostructured coatings can be formed by various methods such as physical vapour deposition (PVD), sputtering, chemical vapour deposition (CVD), electrochemical deposition, electrospark deposition. This study has reviewed the formation of nanocoatings by different processes, with emphasis on embedding carbon nanotubes in coating structure.

Les objectifs de cette thèse de doctorat étaient de caractériser l’efficacité des revêtements de surface développé pour lutter contre les problèmes de transfert de matière rencontrés lors de la mise en forme de l’aluminium à chaud, et d'étudier ces mécanismes de transfert. Le matériau utilisé était un alliage d'aluminium AA 6082-T6, largement employé dans la fabrication de composants automobiles.Le test de Compression-Translation à chaud (WHUST) a été retenu comme tribomètre principal pour cette étude. Afin de contrôler précisément les températures des essais, un dispositif miniaturisé du WHUST a été conçu afin être intégré dans la chambre chauffante de la plateforme Bruker UMT TriboLab. Les tests préliminaires avec ce nouvel appareil ont montré un empilement significatif de matière devant le contacteur. De nouvelles équations analytiques ont donc été développées pour identifier le coefficient de frottement de Coulomb (COF) et le facteur de frottement (loi de Tresca) en tenant compte de cet empilement de matière.Le WHUST a ensuite été utilisé pour évaluer les performances tribologiques de trois revêtements PVD commerciaux : un AlCrN, un TiAlN et un Arc-DLC. Les expériences ont été menées sans lubrifiant, à des températures variant de 300 °C à 500 °C, sous des pressions de contact comprises entre 40 et 100 MPa, avec une vitesse de glissement égale à 0,5 mm/s. Les résultats ont montré que le revêtement Arc-DLC était plus efficace que les revêtements AlCrN et TiAlN pour atténuer les problèmes de transfert d’aluminium. En particulier, le revêtement Arc-DLC provoquait moins d'adhésion et moins de transfert d'aluminium, notamment lors du début du glissement. Ces résultats ont été confirmés par des essais sous des pressions de contact plus élevées, réalisés à l’aide l’essai de forgeage en T à chaud (HVGCT).Dans la deuxième partie de cette thèse, le revêtement Arc-DLC a été sélectionné pour étudier en détail les mécanismes de transfert d’aluminium sur les outils de mise en forme. Des essais ont été réalisés avec une courte distance de glissement (2 mm) pour examiner les premières étapes du transfert d’aluminium, tandis que des tests avec une distance de glissement de 38 mm ont permis d’étudier l’évolution du transfert. Les expériences ont été conduites aux mêmes températures d’essai (300-500°C), avec deux vitesses de glissement différentes, 0,5 mm/s et 5,0 mm/s, et toujours sans lubrifiant. Les topographies de surface et les images SEM prises le long de la piste de frottement ont montré que le transfert d'aluminium se produit en deux étapes principales : une phase initiale principalement due au labourage mécanique, suivie d'une phase de croissance dominée, en fonction des températures et des vitesses de glissement, par du labourage mécanique ou par de l'adhésion.Dans la dernière partie de cette thèse, l'apprentissage automatique (ML) a été utilisé pour étudier les mécanismes de transfert d’aluminium. Les topographies de surface et les images SEM prises le long de la piste de frottement ont été analysées. Elles ont été classifiées à l’aide de cinq algorithmes d’apprentissage automatique simples et d'une architecture de réseau neuronal convolutif (CNN) personnalisée. Il a été démontré que le ML appliqué aux données topographiques et le CNN appliqué aux images SEM permettaient tous deux d’identifier les modes d’usure avec précision
The aims of this PhD thesis were to find effective surface coatings to prevent the material transfer issue and to study the mechanisms of material transfer in the hot forming of aluminum alloy. The workpiece material was AA 6082-T6 aluminum alloy, which is widely used to produce automotive components.The warm and hot upsetting sliding test (WHUST) was selected as the main tribometer in this study. To control the testing temperatures precisely, a scaled-down apparatus of the WHUST was designed to integrate into the heating chamber of the Bruker UMT TriboLab platform. The preliminary experiments of the new apparatus found that the pile-up material significantly occurred in front of the contactor due to the high friction at the interface and the deformation characteristic of the aluminum alloy at high temperatures. From this point, the pile-up material was considered as a new parameter in analytical equations used to identify the Coulomb coefficient of friction (COF) and the shear friction factor.The new apparatus of the WHUST was then used to evaluate the tribological performance of three commercial PVD coatings: AlCrN, TiAlN, and Arc-DLC. The experiments were performed at temperatures between 300˚C and 500˚C, at 0.5 mm/s of sliding speed under non-lubrication contact conditions. Those conditions led to the mean contact pressure between 40 MPa and 100 MPa. The results showed that the Arc-DLC coating had better efficiency in alleviating the aluminum transfer issue than the AlCrN and TiAlN coatings. The Arc-DLC coating caused less adhesive to the aluminum alloy and less transferred aluminum, especially in the initial period. Moreover, these findings were consolidated under higher contact pressure by using the hot V-groove compression test (HVGCT).Following that, the Arc-DLC coating was selected to study the mechanisms of aluminum transfer on the forming tool in detail. The WHUST was performed with the specific short sliding distance (2 mm) to investigate the initial stage of aluminum transfer, while the full sliding distance (38 mm) was used to examine the evolution of aluminum transfer. The experiments were conducted at the same testing temperatures with two different sliding speeds, 0.5 mm/s and 5.0 mm/s, under non-lubrication contact conditions. It was found that the aluminum transfer in the initial stage was mainly caused by mechanical plowing. Then, during the grow-up stage, the aluminum transfer was dominated by mechanical plowing and/or adhesive bonding, depending on the testing temperatures and the sliding velocities. Additionally, the different transfer mechanisms caused dissimilar COFs, surface characteristics along the friction track of the specimen, as well as transferred aluminum.In the last part of this PhD thesis, Machine Learning (ML) was involved to study the mechanisms of aluminum transfer. The previous part found that the wear characteristics along the friction track could be a significant indicator to differentiate the transfer mechanisms. Thus, the surface topographies and the SEM images along the friction track were used to classify by five simple ML algorithms and a custom Convolutional Neural Network (CNN) architecture, respectively. It was proved that the ML with topographic data and the CNN with SEM image data had the potential to identify the wear mode accurately

Abstract Major Application H-H PVC is mostly studied in academic field to understand its structure/property relationship, thermal degradation behavior, and mechanism. Its properties are compared to those of commercial head-to-tail PVC. Pure H-H PVC has no significant industrial applications. H-H PVCs containing 40–65 wt% of Cl, also called chlorinated polybutadiene rubber-resins, are used for coating, paint-based applications and the preparation of threads, tires, tubings, and films, etc.

Abstract Numerous industry studies have shown a lack of correlation between outdoor weathering performance in Florida, and performance in common accelerated weathering tests-- particularly when multiple types of resins are being compared. No single accelerated weathering test exists that can predict the outdoor performance for every type of resin in every color. For this reason, when creating new standards and specifications for long-lived exterior coatings, it is important to critically examine accelerated weathering data, before setting accelerated weathering requirements that will be used to qualify coating systems. If it is possible to limit a standard to a single well-studied resin chemistry, with accelerated weathering requirements based on the performance in one or more reference colors-- such as is done for SSPC Paint 36-- then risk for coating suppliers and end-users can be reduced dramatically. We will illustrate this principle for waterborne poly(vinylidene fluoride) (PVDF) fluoropolymer topcoats, using new weathering data from commercial and lab formulations. The results are sometimes surprising. For instance, for some darker colors, the coating color fade and chalk resistance in Florida, as a function of PVDF level, is better predicted in fluorescent cabinet testing by using the harsher UVB-313 bulbs, rather than the UVA-340 bulbs which closely match the UV part of the Florida solar spectrum.

Abstract Coatings designed for heavy duty applications in the maintenance and protective coatings market are exposed to aggressive environments such as aggressive chemical solvents, marine atmospheres, UV light, abrasion, among others. In the US as well as other areas of the world, coatings designed for these applications have been primarily solvent-borne. There is a strong desire among all of the stake holders in the maintenance and protective coatings arena to reduce the emission of volatile organic compounds (VOCs) as well as the human health impact of these coatings. One hundred percent solids coatings are one route to that objective; however, at least in the case of epoxy coatings these have the drawbacks of short pot lives, application difficulty, and reduced corrosion resistance compared to lower solids coatings. The other route has been replacement of organic solvents with water. A waterborne epoxy and hardener system has been designed in which when properly formulated gives performance rivaling solvent-borne coatings. Performance of commercial and experimental waterborne 2-K primers will be compared with commercial solvent-borne 2-K primers. The effects on primer performance of curing agents, PVC, and amine-epoxy ratio will also be discussed.

Abstract This is the final paper in a series of papers that discusses weathering performance of 2-component (2K) polyurethane topcoats used in corrosion protective coatings applications, e.g. bridges, marine, stadiums, etc., with emphasis on the key formulating variables affecting performance. Variables such as pigment volume concentration (PVC), polyisocyanate index, and polyol selection, are compared in accelerated and natural weathering tests of various polyurethane formulations. Laboratory and commercial topcoat formulas are used to illustrate the raw material choices and how weathering performance plays out in both QUV-A and natural Florida exposure scenarios. The results are compared using SSPC Paint Specification No. 36.1

As part of the U.S. Department of Energy Advanced Turbine Systems Program, the performance of Chromalloy RT122, RT122 over RT69 and the Howmet 150L bond coats were evaluated for use in the next generation of Westinghouse combustion turbines. Air plasma sprayed and electron beam physical vapor deposition 8% yttria stabilized zirconia thermal barrier coatings were applied to the bond coats. The coating systems were evaluated in air at 2102°F (1150°C), cooling to room temperature once per day. The life-limiting failure mode in both air plasma sprayed (APS) and electron beam - physical vapor deposition (EB-PVD) coating systems is the oxidation of the bond coat. The coating life is related to the growth rate and morphology of the thermally grown oxide. The superior performance of RT122 on MarM-002, the duplex bond coat system of RT122 over RT69 on MarM-002 and Howmet 150L on MarM-002 can be related to the development of a uniform, slow growing oxide scale. The development of a non-uniform oxidation front contributes to the reduced life of RT122 on IN-939 and CM-247.

Thermal barrier coatings (TBCs) have been used for almost three decades to extend the life of combustors and augmentors and, more recently, stationary turbine components. Plasma sprayed yttria stabilized zirconia TBC currently is bill-of-material on many commercial jet engine parts. A more durable electron beam-physical vapor deposited (EB-PVD) ceramic coating recently has been developed for more demanding rotating as well as stationary turbine components. This ceramic EB-PVD is bill-of-material on turbine blades and vanes in current high thrust engine models and is being considered for newer developmental engines as well. To take maximum advantage of potential TBC benefits, the thermal effect of the TBC ceramic layer must become an integral element of the hot section component design system. To do this with acceptable reliability requires a suitable analytical life prediction model calibrated to engine experience. The latest efforts in thermal barrier coatings are directed toward correlating such models to measured engine performance.

Abstract Development of thermal barrier coatings (TBCs) manufactured by suspension plasma spraying (SPS) is of high commercial interest as SPS has been shown capable to produce columnar microstructures similar to the conventionally used electron beam – physical vapour deposition (EB-PVD) process. Moreover, SPS is a significantly cheaper process and can also produce more porous coatings than EB-PVD. However, lifetime of SPS coatings needs to be improved further for them to be applicable in commercial applications. The bondcoat microstructure as well as topcoat-bondcoat interface topography affect the TBC lifetime significantly. The objective of this work was to investigate the feasibility of different bondcoat deposition process for SPS TBCs. In this work, a NiCoCrAlY bondcoat deposited by high velocity air fuel (HVAF) was compared to commercial NiCoCrAlY and PtAl bondcoats. All bondcoat variations were prepared with and without grit blasting the bondcoat surface. SPS was used to deposit the topcoats on all samples using the same spray parameters. Lifetime of these samples was examined by thermal cyclic fatigue and thermal shock testing. The effect of bondcoat deposition process and interface topography on lifetime in each case has been discussed. The results show that HVAF could be a suitable process for bondcoat deposition in SPS TBCs.

Abstract Thermal barrier coatings (TBCs) are capable of protecting hot-section engine components from the hot gas stream, and thereby can provide improvements in component durability and engine efficiency. Thick TBCs can provide further improvements in durability and efficiency, especially for static components. The main commercial coating methods for TBCs are electron beam physical vapor deposition (EB-PVD) and air plasma spray (APS). These processes have limitations for depositing thick TBCs: for EB-PVD, the deposition rates are low and the cost is high; for APS, durability is reduced with increased thickness. Inframat Corporation, in collaboration with the University of Connecticut, is developing a new plasma spray process, namely, solution precursor plasma spray (SPPS), for the formation of TBCs and also functional films from liquid precursor feedstock, instead of the solid powder feedstock used in conventional APS. SPPS TBCs have many unique microstructural features, including: ultra-fine splats, vertical micro- and macrocracks, micrometer- and nanometer-size porosity. These unique microstructural features provide a TBC with high thermal cycling spallation life and bond strength. These coatings have been made in thickness up to 2 mm and show excellent durability. In this paper we present microstructural characteristics and thermal cycling performance of SPPS-formed 7YSZ thick coatings varying in the range of 0.5-2 mm.

In a continuing effort to increase component lifespan and decrease overhaul cost, the US Navy has completed a 2nd phase of the Rainbow Rotor project. This project, initiated in the early 1990’s, consists of three LM2500 main propulsion engine, high pressure turbines (HPT) built up with refurbished blade pairs protected by various coatings. This turbine was operated for over 7,000 hours on a Cruiser-class ship where it was subjected to a typical operating profile. Six coatings were examined ranging from differing chemical compositions to application processes. The coating compositions were of four types, CoCrAlHf, PtAl, Physical Vapor Deposition (PVD) Zirconia thermal barrier coating (TBC) with a PtAl bond coat and a silicon aluminide type coating. The BC-22 (CoCrAlHf) overlay coatings were applied by either a plasma spray process or an electroplating process. The PtAl coatings, supplied by two vendors, and the TBC were applied by standard commercial processes. The goal behind this study is to find a coating that has the best balance between cost and performance. With the already realized cost savings in using refurbished components to overhaul the gas turbine engine, the emphasis is now placed on delaying the deterioration of the reprocessed blade pairs. The following discussion covers all aspects of this completed phase.

Abstract Yttria-Stabilized Zirconia (YSZ) suspensions are currently popular in developing strain resistant columnar structured thermal barrier coatings by Suspension Plasma Spray (SPS) as a less costly alternative to conventional EB-PVD. Coatings produced by SPS have a disadvantage of reduced usable spray distance, compared to conventional APS, due to quenching of the plasma by the suspension liquids, which are most commonly alcohol-based. The reduced spray distance can interfere with the coating process for substrates with complex geometries such as turbine blades. This paper shows how spray distance can be increased by using larger suspension particle sizes that are not normally considered for SPS. Such large particle suspensions are shown capable of producing columnar or segmented YSZ coating microstructures that are similar to those produced by submicron particle suspensions, but at longer and more practical spray distances. Another limitation to SPS process technology is the delivery system of feedstock from the point of manufacture to the SPS feed hopper. Current commercial ready-to-use suspensions have limitations involving cost, transportation and storage that effect both the producers and the end-users. An alternative suspension delivery system may be applied to SPS feedstock materials, including current sub-micron and the coarser particle size cuts described herein. Discussed is a pre-formulated dry feedstock that is constituted into fresh suspension by the end-user with locally sourced liquid media and appropriate high-speed mixing equipment. This alternative delivery system for suspensions provides lower cost materials and process flexibility that is particularly suited to commercial scale SPS coating facilities.