PSI - Issue 2_A

ScienceDirect Available online at www.sciencedirect.com Av ilable o line at ww.sciencedire t.com ScienceDirect Structural Integrity Procedia 00 (2016) 000 – 000 Procedia Struc ural Integrity 2 (2016) 2198–22 5 Available online at www.sciencedirect.com ScienceDirect Structural Integrity Procedia 00 (2016) 000–000 Available online at www.sciencedirect.com ScienceDirect Structural Int grity Procedia 00 (2016) 000–000

www.elsevier.com/locate/procedia

www.elsevier.com/locate/procedia

www.elsevier.com/locate/procedia

XV Portuguese Conference on Fracture, PCF 2016, 10-12 February 2016, Paço de Arcos, Portugal Thermo-mechanical modeling of a high pressure turbine blade of an airplane gas turbine engine P. Brandão a , V. Infante b , A.M. Deus c * a Department of Mechanical Engineering, Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa, Portugal b IDMEC, Department of Mechanical Engineering, Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa, Portugal c CeFEMA, Department of Mechanical Engineering, Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa, Portugal Abstract During their operation, modern aircraft engine components are subjected to increasingly demanding operating conditions, especially the high pressure turbine (HPT) blades. Such conditions cause these parts to undergo different types of time-dependent degradation, one of which is creep. A model using the finite element method (FEM) was developed, in order to be able to predict the creep behaviour of HPT blades. Flight data records (FDR) for a specific aircraft, provided by a commercial aviation company, were used to obtain thermal and mechanical data for three different flight cycles. In order to create the 3D model needed for the FEM analysis, a HPT blade scrap was scanned, and its chemical composition and material properties were obtained. The data that was gathered was fed into the FEM model and different simulations were run, first with a simplified 3D rectangular block shape, in order to better establish the model, and then with the real 3D mesh obtained from the blade scrap. The overall expected behaviour in terms of displacement was observed, in particular at the trailing edge of the blade. Therefore such a model can be useful in the goal of predicting turbine blade life, given a set of FDR data. 21st European Conference on Fracture, ECF21, 20-24 June 2016, Catania, Italy Crash Testing of a CFRP Commercial Aircraft Sub-Cargo Fuselage Section David Delsart a, *, Gérald Portemont a , Matthias Waimer b a Department Aeroelasticity and Dynamic of Structures, ONERA Centre de Lille, 5 bd Paul Painlevé, 59045 Lille, France b DLR, Institute of Structures and Design, Pfaffenwaldring 38-40, 70569 Stuttgart, Germany Abstract The paper addresses the testing at the ONERA (Office National d’Etudes et de Recherches Aérospatiales) crash tower of a sub cargo demonstrator representative of new generation CFRP (carbon fiber reinforced polymer) commercial aircraft. The project was conducted within a technological platform coordinated by AIRBUS Germany, which aimed at designing, simulating and testing an innovative crashworthy sub-cargo structure. Technical activities were shared between AIRBUS Germany for the demonstrator design and manufacturing, DLR (German Aerospace Center) for the numerical analysis and ONERA for the crash test. The demonstrator was based on single aisle aircraft geometry and comprised 2 Integrated Cargo Units (ICU) equipped with Triggered Tube Segments (TTS) dedicated to energy absorption and CFRP stringer-stiffened skin. The crash concept was based on an integra ed structural design which applied the “bend-frame-concept” where the cargo cross-beam acts as a bend frame and withstands the dynamic loads introduced by the TTS compon nts. The testing configuration - loading system and instrumentation - was defined on the basis of numerical analysis performed by DLR at the fuselage section level. In that frame, a kinematic model with a 2-frames typical fuselage section and ICUs involving the “bend-frame” concept was numerically simulated, with the main objective to identify the loading conditions that apply at specific sections, notably those surrounding the ICU-frame coupling areas where the test fixtures were to be implemented. As the outcomes of these numerical works showed that bending/compression loading, at a specific ratio, shall be targeted in priority, the accordingly designed loading system thus consisted of articulated rigs maintaining both ends of the demonstrator. The testing was performed at the ONERA-Lille crash tower at a 6,7m/s impact velocity, with a 1050 kg trolley mass. The acquisition system cumulated a total of 48 channels, including force sensors (6), strain gauges (36), displacement laser sensors (5) and an accelerometer (1). Besides, 4 high-speed cameras were implemented to visualize the rupture phenomenon likely to develop during the crash test. Results confirmed the expected crash scenario, with the bending of the cargo cross-beams and the resulting progressive crushing of the TTS components. © 2016 The Authors. Published by Elsevier B.V. 21st European Conference on Fracture, ECF21, 20-24 June 2016, Catania, Italy Crash Testing of a CFRP Commercial Aircraft Sub-Cargo Fuselage Section avid Delsart a, *, Gérald Portemont a , Matthias Waimer b a Department Aeroelasticity and Dynamic of Structures, ONERA Centre de Lille, 5 bd Paul Painlevé, 59045 Lille, France b DLR, Institute of Structures and Design, Pfaffenwaldring 38-40, 70569 Stuttgart, Germany Abstract The paper addresses the testing at the ONERA (Office National d’Etudes et de Recherches Aérospatiales) crash tower of a sub cargo demonstrator representative of new generation CFRP (carbon fiber reinforced polymer) commercial aircraft. The project was conducted within a technological platform coordinated by AIRBUS Germany, which aimed at designing, simulating and testing an innovative crashworthy sub-cargo structure. Technical activities were shared between AIRBUS Germany for the demonstrator design and manufacturing, DLR (German Aerospace Center) for the numerical analysis and ONERA for the crash test. The demonstrator was based on single aisle aircraft geometry and comprised 2 Integrated Cargo Units (ICU) equipped with Triggered Tube Segments (TTS) dedicated to energy absorption and CFRP stringer-stiffened skin. The crash concept was based on an integrated structural design which applied the “bend-frame-concept” where the cargo cross-beam acts as a bend frame and withstands the dynamic loads introduced by the TTS components. The testing configuration - loading system and instrumentation - was defined on the basis of numerical analysis performed by DLR at the fuselage section level. In that frame, a kinematic model with a 2-frames typical fuselage section and ICUs involving the “bend-frame” concept was numerically simulated, with the main objective to identify the l adi g conditions that apply at specific sections, notably those surrounding t ICU-frame c upling areas where the test fixtures were to be impl mented. As the outcomes of these numerical works showed that bending/compression loading, at a specific ratio, shall be targeted in priority, the accordingly designed loading system thus consisted of articulated rigs maintaining both ends of the demonstrator. The testing was performed at the ONERA-Lille crash tow r at a 6,7m/s i pact velocity, with a 1050 kg trolley mass. The acquisition system cumulated a total of 48 channels, including force sensors (6), strain gauges (36), displacement laser sensors (5) and an accelerometer (1). Besides, 4 high-speed cam ras were impl mented to visu lize th rupture phenomenon likely to develop during the crash test. Results confirmed the expected crash scenario, with the bending of the cargo cross-beams and the resulting progressive crushing of the TTS components. © 2016 The Authors. Published by Elsevier B.V. Copyright © 2016 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsi ility of the Sci nt fic Committee of ECF21. © 2016 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Scientific Committee of PCF 2016. Keywords: High Pressure Turbine Blade; Creep; Finite Element Method; 3D Model; Simulation.

* Corresponding author. Tel.: +351 218419991. E-mail address: amd@tecnico.ulisboa.pt 2452-3216 © 2016 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Scientific Committee of ECF21. 2452-3216 © 2016 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Scientific Committee of ECF21. * Corresponding author. Tel.: +33 (0)3 20 49 69 35 ; fax: +33 (0)3 20 49 69 55. E-mail address: david.delsart@onera.fr * Corresponding author. Tel.: +33 (0)3 20 49 69 35 ; fax: +33 (0)3 20 49 69 55. E-mail address: david.delsart@onera.fr

2452-3216 © 2016 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Scientific Committee of PCF 2016. Copyright © 2016 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license ( http://creativecommons.org/licenses/by-nc-nd/4.0/ ). Peer review under responsibility of the Scientific Committee of ECF21. 10.1016/j.prostr.2016.06.275