Issue 24

A. A. Shanyavskiy, Frattura ed Integrità Strutturale, 24 (2013) 13-25; DOI: 10.3221/IGF-ESIS.24.03 21 Crack growth in tested disks The tests of the disk P-3 were done according to a special routine by imitating blocks of 42 one-flight loading cycles, each block ended with a complete cutoff of the engine. The greatest and least numbers of engine revolutions corresponded to the end of take-off and reduced-speed regimes, respectively. On the tests, we opened the cracks to examine their growth behavior fractographically and have found 42 fatigue striations to be formed by 42 one-flight loading cycles (one test block, Fig. 8). The blocks of 42 striations, with the striation spacing nearly the same over a block area, were separated by a step (or a line) from one another. Each step formed to mark a complete cutoff of the engine. These findings confirmed that, in Zone I of crack growth (within 1.3-mm crack depth), each fatigue striation is indicative of a crack increment caused by a start-and-shut-down cycle of the engine, i.e., by a single flight of the aircraft. We analyzed the crack-growth trends in the P-4 disk tested by ECP loading in the engine to discover that the disk-fracture morphology differed significantly from that peculiar the real in-service conditions. In the tests, the crack in Zone I was grown to 8-mm depth, Fig. 9; at this depth, the value of fatigue-striation spacing achieved nearly 2  m. This is significantly greater than the critical value typical of changing for Zone II for in-service fractures. And, compared with the latter, striation spacing grew significantly faster with the crack depth. Figure 9 : Striation spacing value  against the minor axis, a , of semi-elliptically crack appeared in the turbine disk bench-tested by equivalent cyclic loading in an NK8-2u engine. D ISCUSSION he number of loading cycles calculated from the number of fatigue striations showed agreement with the in- service operating time, Tab. 2. A larger operating time gave a greater number of fatigue striations. Hence, expecting fatigue striations to form during a start-and-shut-down cycle of the engine, a number of the fatigue striations must be characteristic of the growth period of a fatigue crack, measured as the number of flights of an aircraft. Disk No. 1* 2* 3 4 5* 6* 7 8 N f (flights) 1329 1335 1421 1499 1690 2041 2600 3121 N p , striations 180 620 1000 860 760 710 1500 1360 Table 2 : Operating times N f of the disks since new and a calculated number N p of fatigue striations for the cracks detected in service (*In disks-No 1, 2, and 5, 6 cracks did not reach their critical depth). The data on crack-growth period show significant scatter, which should be related to a difference in stress levels between the disk-hole sites. For instance, only one crack was detected in No. 4 disc, its depth, though, as large as 2.0 mm. Yet other disks, of different operating time, exhibited four to twelve cracked holes. The holes may differ in the distance from the butt-end of the hub to the fracture origin site (1.5 to 13 mm), which also confirms the case of difference in the stress level between the disk holes. Having analyzed the growth trends of fatigue cracks in the disks made it possible to estimate the stressing extent and, based on an acquired relationship between the numbers of fatigue striations and start-and-shut-down cycles of the engine, establish the due inspection frequency of the disks. By calculations, the number of fatigue striations was found to never T