Issue 24

A. A. Shanyavskiy, Frattura ed Integrità Strutturale, 24 (2013) 13-25 ; DOI: 10.3221/IGF-ESIS.24.03 23 Here, in Eqs.3 and 4, subscripts “0” and “t” indicate to the cracking conditions in service and bench-tests, respectively. In the bench-tested disk, the 1.2  m spacing of fatigue striations corresponded to the crack depth and width of 3.5 and 8.0 mm, respectively, which was significantly greater than in the in-service disks. For this crack geometry, 1.19 is the value of elliptic integral. With the crack-geometry parameters substituted in equation (3), we have         1/2 0 / 3.5 /1.2 / 1.016 /1.19 1.46 e e t     (5) According to our calculations, the bench tests in an engine stress the disk to a level nearly as low as 0.75 of the level typical of real service. Assume that the disk durability reduces exponentially with increasing stress level for the exponent greater than two. In such a case, using the bench-test data in the durability simulation, we twice as much overestimates the expected operating time of the disk in service. The above calculations all related to the early fracture zone, in which fatigue striations formed. Moreover, one can see from the formation pattern of fatigue striations that the in-service loading of the disk occurred under constant-strain- amplitude conditions. This was also evident from the finding that unsteady crack growth covered quite a long distance. Zones II and III of crack growth occupy significant portions of this area. The above data indicated that the stress level of the disk should be substantially reduced. To establish the greatest tolerable period of disc service between two sequential inspections (solve the question of inspection frequency), we should have estimated the growth period of a crack throughout these two zones. We did such an estimation based on the knowledge of the laws of fatigue cracking. In so doing, we assumed that  the crack growth accelerated steadily throughout Zone II of the fracture as long as it was controlled by a constant strain amplitude (like in Zone I of the fracture) and  the distance between two nearest boundaries, separating two regions of different oxidation tints and marking the crack-tip positions, corresponds to a crack increment during one flight: indeed, not less than five typical tints changed regularly in Zone III of the disk-web fracture. Within a distance 20-mm in depth from the hole-bolt-surface (Zone-II), fracture immediately adjacent to the central hole (to pass the engine shaft) of the disk. The greatest interboundary distance approximated 1.5 mm for a single-tint region. With the above assumptions, crack-growth rate measured within a one-flight 1.2-mm crack path, and a relationship obtained earlier [4], the estimation looked as     3 2 1.5 /1.2 10 / 1 1.5 /18.8 110 p N lg x lg     cycles (6) Thus calculated a figure indicates that the crack might grow for less than 1000 flights in any of the above fracture zones (mind the Tab. 2 data). The crack-growth period may exceed 50% total durability of a part under the low-cycle fatigue conditions. Hence, according to the above calculations, we should expect fatigue cracks to appear in many disks that passed more than 2000 flights. Besides, quite a number of those cracks should have shown dimensions beyond the steady- growth limit. To confirm this view, we inspected once all the disks that passed more than 2700 flights. We did it insitu with the eddy-current method, the rear bearing of the disk removed. Of those disks, 40% turned out to reveal fatigue cracks. The applied method is low sensitive compared with, e.g., a dye- penetrate one. In addition, accessing into the holes was difficult. Therefore, we could be quite certain that the real portion of the discs with service-induced cracks (including small ones) is significantly greater. Based on this once-only inspection, a limiting operating time of 2700 flights was introduced into practice. Accordingly, the disk design was modified as concerned the way of fastening a disk to the engine shaft. With the new design, stress concentration was reduced to result in a nearly thirty-fold increased durability of the disk. The discs that passed more than 2700 flights were first to be replaced by the newly designed disks. The replacement activity of the old- by new-type discs required time. Hence, the service safety was to be ensured with the old-type disks still in service. While the new-type disks were being gradually put in use instead of the old ones, the problem was temporarily solved with the damage-tolerance approach applied. In so doing, a recurrent inspection of the disks by the eddy-current method was put into practice to examine the area between the hub and web as frequent as  after each 50 flights for the operating time not longer than 2000 to 2400 flights;  after 20 flights for the operating time of 2400 to 2500 flights;  after four (plus two) flights for the operating time of 2500 to 2600 flights; and  after two (plus two) flights for the operating time of 2600 to 2700 flights. These periodicities were recommended based on the fractographic data and because the desired inspecting area of a disk (crosspieces between the holes for a bolt and for the engine shaft) was difficult to access in the discussed structure. With the rare disk-bearing structure not moved, the fillet area between the disk hub and web was only accessible for inspecting.