Lufthansa N2 Review – HPT Blades CFM56 HPT Blade 3D Aero

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CFM56 HPT Blade 3D Aero
Lufthansa N2 Review – HPT Blades
B.Davey 9/17/03
Lufthansa request:
-5B/P and –7 shank cracking sampling program/field recommendation
-5B/P and –7 shank airfoil liberation
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Lufthansa N2 Review – HPT blades
3 failures due to to internal cavity 2 shank fatigue cracks
Root cause identified – cracking caused by thick coating exacerbated by high local
stress induced geometry
Released current production blade (M10P01) Nov, ’01 with thin coating and reduced
stress geometry
Task force in place to evaluate field return blade sets – returned for TE root cracks
and proactively removed from select high time engines – in excess 10,800 blades
inspected
Shank 3 X X
Liberation
7 field events – between May ’00 & Oct ’02 - M52P05 (3), M52P11 (3), M10P01 (1)
Root cause unidentified – yttrium oxide inclusion contributing factor
Change material to N5- LS (M10P03) – eliminate yttrium oxide from process
Airfoil 7 X X X X Factory assurance cyclic engine TTF 4th Q ’03 - production intro March ’04
Liberation
M10P03
M10P01
Comments / Status
M52P14
M52P09/P11
M52P04/P05
Field Events
(IFSD, ATO)
Distress Mode
P/N Affected
Airfoil Separation
Shank Separation
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Lufthansa N2 Review – HPT blades
2002M52P05
N5
Full Wrap TBC
Improved Film
Cooling
P04: -5B/P Baseline
(1994)
P05: SB 72-163 (1997)
2002M52P09/P11/P14
N5
P09 Full Wrap TBC
P11 1/2 Wrap TBC
Platform Cooling
P14 same as P11 with Thinned
Shank Coating
P09/P11: SB 72-232/271
(1998/89)
P14: SB 72-400 (2001)
N5
P11 plus optimized
T/E cooling
Shank
Improvements
M10P01:
SB 72-0422R1
(2002)
1957M10P01
Configurations
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Lufthansa N2 Review – HPT blades
Event date Model ESN TSN CSN Part Number Engine Delivery
May 2000 -7B22 875-256 5057 3265 2002M52P05 June 1998
Oct 2000 -7B24 874-163 6401 6164 2002M52P05 April 1998
Feb 2001 -7B26 876-561 769 1006 2002M52P11 Aug 2000
Jul 2001 -5B3/P 779-384 1567 758 2002M52P05 June 1998
Jun 2002 -5B6/P 779-795 4967 2800 2002M25P11 Nov 2000
Sept 2002 -7B24 889-236 531 381 2002M52P11 Jan 2001
Oct 2002 -7B22 889-983 691 489 1957M10P01 June 2002
Engine 779-795
Origin:
•At Rib 7
•0.235” above Platform
•No Yttrium Oxide Inclusion
Founded due to secondary damage.
•Slot No: 80
Engine 875-256, Origin:
•At Rib 6, 0.225” above Platform
•Yttrium Oxide Inclusion, 0.011”
•Slot No: 30
Engine 779-384
Origin:
•At Rib 4
•0.300” above Platform
•Yttrium Oxide Inclusion
•0.012” Y2O3
•Slot No: 53
Engine 889-983, Origin:
•Rib 5, 0.23” above Platform
•Yttrium Oxide Inclusion: 0.012”
•Slot No: 54
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Airfoil Separations – Mixed Models, Cycles, Part Configurations
Lufthansa N2 Review – HPT blades
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Lufthansa N2 Review – HPT blades
ORIGIN
AREA
CAVIT
Y No. 5
CAVIT
Y No. 6
Blade
No. 54
CAVIT
Y No. 7
P2
FRACTURE
SURFACE
PLATINUM
ALUMINIDE
COATING
BACKSCATTER ELECTRON
IMAGE
FATIGUE
ORIGIN
Summary
• 7 cases of airfoil liberation – 4 prime blades found, 3 w/Yttria inclusions
• CFM approved intro of M10P03 blade of N5-(low sulfur) material
• This new material will eliminate Yttrium based facecoat inclusions
• Production introduction by 1st Qtr. 2004
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Lufthansa N2 Review – HPT blades
-5B/P & -7B HPT Blade Internal Shank Cracks
Background
First event:
ESN 779-234, IFSD, Nov. 2000
TSN / CSN = 9027 / 8745
PN 2002M52P04
Second event:
ESN 779-271, ATO, Oct. 2002
TSN / CSN = 13626 / 9937
PN 2002M52P05, SN 53J85
Third event:
ESN 874-126, IFSD, Feb. 2003
TSN / CSN = 15174 / 10229
PN 2002M52P05
Investigation Status (as of Sept 11, 2003)
Current Plan:
– Sampling engines plus “other” shop visits
– Sampling - High-time engines CSN 12395
– Continuing to postulate Weibuls
– Visual, eddy current, and metallurgical
• 11210 blades inspected by ECI
– 549 blades found w/cracks
– 3 coating sources – 99% of cracks from 1 coater
ESN 874-126 Findings
Failure analysis findings:
– LCF 85 mils deep prior to transition to crystallographic
– 2.4 mils coating thickness
– Finite time from crystallographic fatigue initiation to final
tensile overload
•revious two event blades to badly
damaged to see this feature
What we have learned : Field
• continue to sample high-time engines
• max. cracks have been found on high-cycle engines 8 to 12 K
• Weibulls predict 3 times the amount of current failures
• the 5B/P and –7B fleets are 404 engines with P04/5 blades
• roughly 350 engines have heavy coater blades
• CFM considering cyclic limits for exposure of these certain blades
• Timing – before year-end
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Lufthansa N2 Review – HPT blades
24
27
30
32
1000 10000
99
95
90
80
70
60
50
40
30
20
10
5
32
1
0.1
Cycles to 5mm Crack Length Percent
Probability Plot for PCSN
Weibull Distribution
Mar-2003 Data
Changes (vs Jan-02):
Shape ~4.0, except 7BLow
Only 7BLow has removals>10KC
Model
Thrust
Group Shape Scale Mean Uncen Rt Cen
5BP 32&31 3.63 7,168 6,461 36 26
5BP 30&below 4.11 11,035 10,094 37 144
7B 27&26 4.35 8,003 7,289 36 126
7B 24&below 9.18 11,173 10,590 47 174
Weibull: 2002M52P04&5 HPT Blades (Mar-03 for reference)

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Lufthansa N2 Review – HPT Blades CFM56 HPT Blade 3D Aero

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