458886

ISTANBUL TECHNICAL UNIVERSITY  GRADUATE SCHOOL OF SCIENCE
ENGINEERING AND TECHNOLOGY
FATIGUE FAILURE ANALYSIS OF A TURBINE BLADE
M.Sc. THESIS
Nemat CHAPARI ILKHECHI
Department of Aeronautics and Astronautics Engineering
Aeronautics and Astronautics Engineering Programme
JANUARY 2017
ISTANBUL TECHNICAL UNIVERSITY  GRADUATE SCHOOL OF SCIENCE
ENGINEERING AND TECHNOLOGY
M.Sc. THESIS

(511121215)
Department of Aeronautics and Astronautics Engineering
Aeronautics and Astronautics Engineering Programme
Thesis Advisor: Prof. Dr. Halit Süleyman TÜRKMEN
JANUARY 2017
İSTANBUL TEKNİK ÜNİVERSİTESİ  FEN BİLİMLERİ ENSTİTÜSÜ
TÜRBİN KANATLARI YORULMA ARIZA ANALİZİ
YÜKSEK LİSANS TEZİ

(511121215)
Uçak ve Uzay Mühendisiği Anabilim Dalı
Uçak ve Uzay Mühendisiği Programı
Tez Danışmanı: Prof. Dr. Halit Süleyman TÜRKMEN
OCAK 2017
NEMAT CHAPARI ILKHECHI, a M.Sc. student of ITU Gradute School of Science
Engineering and Technology, student ID 511121215, successfully defended the thesis
entitled “FATIGUE FAILURE ANALYSIS OF TURBINE BLADE”, which he
prepared after fulfilling the requirements specified in the associated legislations,
before the jury whose signatures are below.
Thesis Advisor : Prof. Dr. Halit Süleyman TÜRKMEN ..............................

Istanbul Technical University
Jury Members : Asoc. Prof. Dr. Onur TUNÇER ..............................

Istanbul Technical University
Prof. Dr. Hasan KURTARAN ..............................

Gebze Technical University
Date of Submission : 25 November 2016

Date of Defense : 31 January 2017
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To my love,
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FOREWORD
I would like to express my deep appreciation and thanks for my advisor, Prof.Halit
Süleyman Türkmen. This was impossible without his warm guidance, support and
encouragement during the entire master study.
And I would like to thank my spouse Monica and my family for their warm support
and love in my life.
January 2017 Nemat CHAPARI ILKHECHI

(Aerospace engineer)
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TABLE OF CONTENTS
Page
FOREWORD ............................................................................................................ vii

TABLE OF CONTENTS .......................................................................................... ix
ABBREVIATIONS ................................................................................................... xi
SYMBOLS ............................................................................................................... xiii
LIST OF TABLES ................................................................................................... xv
LIST OF FIGURES ............................................................................................... xvii
1. INTRODUCTION .................................................................................................. 1
1.1 Literature Review ............................................................................................... 1
1.2 Overview ............................................................................................................ 3
1.2.1 Gas turbine engine ....................................................................................... 3
1.2.2 Components of a gas turbine engine ........................................................... 4
1.2.3 Failure in gas turbine engine ....................................................................... 4
1.2.4 Importance of turbine blade failures ........................................................... 5
1.2.5 Types of turbine blade failures .................................................................... 6
1.2.6 Fatigue failures ............................................................................................ 7
1.2.6.1 High cycle fatigue (HCF) ..................................................................... 9
1.2.6.2 Low cycle fatigue (LCF) .................................................................... 10
1.2.6.3 Thermo-mechanical fatigue (TMF).................................................... 11
1.2.6.4 Loss of cooling failures ...................................................................... 11
1.2.7 Turbine blading problems practical considerations .................................. 11
1.3 Scope of Thesis ................................................................................................ 12
2. MODELING OF TURBINE BLADE ................................................................ 13
2.1 First Stage Turbine Bucket 3D Model ............................................................. 13
2.2 Material and Engineering Data ........................................................................ 17
2.2.1 Inconel 718 ................................................................................................ 17
2.2.2 General properties of Inconel 718 ............................................................. 19
2.2.3 Stress-strain curves of Inconel 718 ........................................................... 19
2.2.4 Fatigue data ............................................................................................... 21
3. ANALYSIS IN DIFFERENT LOADING CASES ............................................ 23
3.1 Overview .......................................................................................................... 23
3.2 Boundary Conditions........................................................................................ 23
3.3 Meshing ............................................................................................................ 23
3.4 Loadings ........................................................................................................... 24
3.5 Fatigue Analysis ............................................................................................... 29
4. RESULTS ............................................................................................................. 33
4.1 Real Loading Conditions .................................................................................. 33
4.1.1 Loading case 1 ........................................................................................... 33
4.1.2 Loading case 2 ........................................................................................... 34
4.1.3 Loading case 3 ........................................................................................... 36
4.1.4 Loading case 4 ........................................................................................... 38
4.1.5 Loading case 5 ........................................................................................... 39
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4.1.6 Loading case 6 ........................................................................................... 41
4.2 Thermal Disturbation for Different Temperatures ........................................... 43
4.3 Different Centrefiugal Force Conditions .......................................................... 44
4.3.1 Loading case 7 ........................................................................................... 44
4.3.2 Loading case 8 ........................................................................................... 45
4.3.3 Loading case 9 ........................................................................................... 46
4.4 Different Air Pressure Conditions .................................................................... 47
4.4.1 Loading case 10 ......................................................................................... 47
4.4.2 Loading case 11 ......................................................................................... 49
4.5 Different Temperature Conditions ................................................................... 50
4.5.1 Loading case 12 ......................................................................................... 50
4.5.2 Loading case 13 ......................................................................................... 51
4.5.3 Loading case 14 ......................................................................................... 52
4.6 Switching from Low to High Performance ...................................................... 53
4.6.1 Loading case 15 ......................................................................................... 53
5. CONCLUSION ..................................................................................................... 55
REFERENCES ......................................................................................................... 57
APPENDICES .......................................................................................................... 61
CURRICULUM VITAE .......................................................................................... 71
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ABBREVIATIONS
ALM : Additive Layer Manufacturing

FOD : Foreign Object Damage
HCF : High Cycle Fatigue
HLCCF : High Low Combined Cycle Fatigue
LCF : Low Cycle Fatigue
RPM : Rounds per Minute
SWT : Smith, Watson and Topper
TMF : Thermo-Mechanical Fatigue
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SYMBOLS
0.2 : 0.2% proof stress

0.01 : 0.01% proof stress
y : Yield stress
y´ : Cyclic yield stress
 : Stress
m : Mean stress
a : Alternating stress
f´ : Fatigue strength coefficient
u : Ultimate tensile strain
 : Strain
f ´ : Fatigue ductility coefficient
E0 : Young’s module
b : Fatigue strength exponent
c : Fatigue ductility exponent
e : Nondimensional proof stress
K´ : Cyclic strength coeficient
n : Strength exponent
n´ : Cyclic strength exponent
Nf : Number of cycles to failure
T : Temperature
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LIST OF TABLES
Page
Table 2.1 : Chemical composition of Inconel 718 in percentage (Specialmetals

Inconel 718, 2016). ............................................................................... 18
Table 2.2 : Physical properties of Inconel 718 (Total Materia, 2016). .................... 19
Table 2.3 : Strain-life parameters of Inconel 718 (Total Materia, 2016). ................ 21
Table 2.4 : Stress-life parameters of Inconel 718 (Total Materia, 2016). ................ 22
Table 3.1 : Meshing statics for tetrahedrons method. .............................................. 24
Table 3.2 : Input parameters for one spool turbojet engine (GasTurb 12)............... 26
Table 3.3 : Output parameters of GasTurb12 for desired conditions....................... 27
Table 3.4 : Different loading cases for analysis. ...................................................... 28
Table 3.5 : Loads for switching from lower to higher performance. ....................... 28
Table A.1 : Dimensions of firtree assembly (General Electric Co. Patent No.
US20050175462 A1, 2005) for Figure 2.3 and Figure 2.4. .................. 62
Table A.2 : Coordinates of X, Y and Z for airfoil (Rolls-Royce Power Engineering
Plc. Patent No. US20070183897 A1, 2006). ........................................ 63
Table B.1 : Stress and Strain for Inconel 718 at 22C (Total Materia, 2016). ......... 67
Table B.2 : Stress and Strain for Inconel 718 at 315.56C (Total Materia, 2016). .. 68
Table B.3 : Stress and Strain for Inconel 718 at 482.222C (Total Materia, 2016). 69
Table B.4 : Stress and Strain for Inconel 718 at 648.89C (Total Materia, 2016). .. 70
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LIST OF FIGURES
Page
Figure 1.1 : Schematic view of a gas turbine engine and its components (Wikipedia,
2016). ..................................................................................................... 3
Figure 1.2 : Samples of failed blades caused by TMF (SwRI Gas Turbine
Technology, 1996). ................................................................................ 7
Figure 1.3 : Statics on jet engine failure modes (Cowles, 1996). .............................. 8
Figure 1.4 : Disturbation of HCF failures by component (Cowles, 1996). ............... 9
Figure 2.1 : 3D Model of first stage bladed turbine disk. ........................................ 13
Figure 2.2 : A single bladed model. ......................................................................... 14
Figure 2.3 : Schematic view of fir-tree for blade assembly (General Electric Co.
Patent No. US20050175462 A1, 2005). .............................................. 15
Figure 2.4 : Schematic view of Fir-tree slot for disk assembly (General Electric Co.
Patent No. US20050175462 A1, 2005). .............................................. 15
Figure 2.5 : Schematic view of a blade airfoil (General Electric Co. Patent No.
US6461110B1, 2001). ......................................................................... 16
Figure 2.6 : 3D Model for turbine bucket. ............................................................... 16
Figure 2.7 : Stress-Strain curve for different temperatures from test results (Total
Materia, 2016). .................................................................................... 21
Figure 3.1 : GasTurb12 software interface. ............................................................. 25
Figure 3.2 : Loading type for fatigue analysis. ........................................................ 30
Figure 3.3 : Mean stress correction by Soderberg theory. ....................................... 31
Figure 3.4 : Mean stress correction by Morrow theory. .......................................... 32
Figure 4.1 : Thermal disturbation for loading case 1. .............................................. 33
Figure 4.2 : (a) Eqv. von-mises stress (MPa) and (b) Total deformation (mm) for
loading case 1. ..................................................................................... 34
Figure 4.3 : (a) HCF Life (cycles) and (b) LCF life (cycles) for loading case 1. .... 34
loading case 2. ..................................................................................... 35
loading case 3. ..................................................................................... 37
loading case 4. ..................................................................................... 38
loading case 5. ..................................................................................... 40
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loading case 6. ..................................................................................... 41
Figure 4.19 : Thermal disturbation for (a) 550C, (b) 700C, (c) 850C, (d) 1000C.
............................................................................................................. 43
loading case 7. ..................................................................................... 44
loading case 8 ...................................................................................... 45
loading case 9. ..................................................................................... 46
loading case 10. ................................................................................... 48
Figure 4.27 : (a) HCF Life (cycles) and (b) LCF life (cycles) for loading case 10. .. 48
loading case 11. ................................................................................... 49
loading case 12. ................................................................................... 50
loading case 13. ................................................................................... 51
Figure 4.33 : HCF Life (cycles) for loading case 13. ................................................ 51
Figure 4.34 : LCF life (cycles) for loading case 13. .................................................. 52
loading case 14. ................................................................................... 52
loading case 15. ................................................................................... 54
Figure B.1 : Stress-strain curves for Inconel 718 at 22C. ....................................... 67
Figure B.2 : Stress-strain curves for Inconel 718 at 315.56C. ................................ 68
Figure B.3 : Stress-strain curves for Inconel 718 at 482.222C. .............................. 69
Figure B.4 : Stress-strain curves for Inconel 718 at 648.89C. ................................ 70
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SUMMARY
As a part of aviation, gas turbines need insurances but they actually face to many
failures in different stages such as vibration, fatigue, foreign object damage, corrosion,
erosion, sulphidation. Turbine blades are the most component that face to failures and
affect on the lifetime and the performance of turbines. Several reasons cause failures
on blades, several hostile environment factors, the amount of fatigue stress a blade can
tolerate, mechanical design problems, temperature and it’s cycling, the amplitudes and
frequency of vibratory stress, quality control problems within blades or vanes and
delivery system problems for the cooling air and turbine section domestic object
damage. Although experimental test and analysis of these failures for a real gas turbine
in real work conditions are very hard and expensive, many research and methods has
been improved to analysis fatigue failures and increase turbine life.
In This Study, the main goal is analysing HCF and LCF failures in different operate
condition for a model based on real designs with Inconel 718 material and investigate
failure reasons, to achieve a solution on design of turbine blade with higher life and
decreased failure possibility. 3D model of blade and its assembly to disk has been
created and using ANSYS software, a finite element model for LCF and HCF analysis
prepared. Using this model and discussing on results and comparing to each other, best
design parameters would be defined.
In General, three loads are acting on turbine blade that cause in high stresses. These
loads are hot air pressure, thermal loads caused by hot air, and resulting centrifugal
force from rotation of turbine. I get these loads for real gas turbine performance
conditions from GasTurb12 software for different conditions. Also to inspect effect of
each load on turbine blade life, other loading cases has defined as changing just one
load and taking the other two loads constant. Analysis performed in ANSYS and
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results for these conditions obtained. By studying on results it can be concluded that
fir-tree region of blade, which is connection part of blade to disk, is the source of
failure caused by high temperature on that part. Blade surface can resist up to 1000C
without any fatigue failure, but dovetail of blade can stand up to 500C. In order to
improve design life in high loaded conditions with very high temperature, different
materials or very efficient cooling system can be used.
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TÜRBİN KANATLARI YORULMA ARIZA ANALİZİ
ÖZET
Havacılıkta en önemli kısım olan türbinler, yüksek güvencede olmalarını ve arızalarını

minimuma getirmek gerekir, çünkü arızalar yüksek maaliyetler ve hatta can
güvenliğine tehlikelerine sebep olabilir.
Bu arızaların büyük kısmı türbin kanatlarında oluşuyor. Bir türbin kanatı, bir gaz
türbininin türbin bölümünü oluşturan en önemli parçadır. kanatlar, yakıcı bölümü
tarafından üretilen yüksek sıcak ve yüksek basınçlı gazdan enerji çekmeye
sorumluluğundadır. Türbin kanatları genellikle gaz türbinlerinin sınırlayıcı bileşenidir.
Türbin kanatları Arızaları yorulma, yabancı obje çarpması, krozyon, erozyon,
sulfidasyon, titreşim ve … olarak biliniyor. Gaz türbin motorlarının kanatlarındaki
arızalar, yüksek sıcaklıkta ve yüksek hızda dönme koşullarında türbini çalıştırması ve
… nedeniyle ortaya çıkar ve çeşitli mekanizmalara neden olur. Araştırmalar, gaz
türbinlerinde arızalarının % 28'inin türbin kanatları ve rotor bileşenleri nedeniyle
olduğuna ve türbin kanatları soğutma sistemi, türbinlerin toplam hasarlarını %62'ye
kadar düşürebileceğine ilişkin istatistikleri göstermektedir. Türbin kanatları en çok
yorulma neden ile arizaya maruz kalır. Yorulma arızaları üç kategoriye bölünür:
yüksek çevrimli yorulma, düşük çevrimli yorulma ve termo-mekanik yorulma. Ama
gerçek bir motoru, gerçek şartlar altında test etmek ve incelemek zor ve mali olarak
pahalı olduğu için, yorulma arızaları incelemek ve bu arızaları azaltmak için farklı
çalişmalar ve farklı yöntemler geliştirmiş.
Modern türbin kanatları sıklıkla krom, kobalt ve renyum içeren nikel bazlı
süperalaşımlar üretiliyor. Nikel bazlı süperalaşımlardan biri günümüzde yaygın olarak
kullanılan Inconel 718'dir ve daha düşük maliyet ve daha yüksek performans ve kolay
imalat özeliklerine sahipdir. Bu malzeme 700°C gibi yüksek sıcaklıklarda çalışabilir.
Inconel 718, yüksek sıcaklığa kadar korozyon direnci ile birlikte uzun süre dayanıklılık
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ve tokluğu sahipdir. Yorulmaya karşı yüksek dirençle iyi bir sürünme ve yırtılma
gücünü birleştirir.
Bu çalışmada, birinci evre türbin kanatları genel olarak arıza sebeblerinden biri olan
yorulma için analiz yaptım. öncelikle türbin kanatları üç boyutlu olarak modellenmiş
ve sonrası ANSYS programı kulanarak analizler yapilmış. Farklı Kanat profil
tasarımları ve farklı malzemeleri göz önüne bulundurarak, Inconel 718’den yapılmış
bir model tasarlandı. CATIA V5R21 yazılımı kulanarak, tasarım için seçilen
patentlerde bulunan boyutlara göre üç boyutlu model hazırlandı. Hazırlanan model 860
mm disk çapı ve 30 mm disk kalınlığı ve 85 mm kanat uzunluktadır.
Malzeme özellikleri, belirtilen referansları ve bir özel metodu kulanarak, stres ve
gerilim özelikleri farklı sıcaklıklarda hesaplandı ve diğer mekanik ve yorulma
özelliklerle beraber ANSYS yazılımda modelendi. Bu model farklı çalışma şartlar
altında analiz yaptıktan sonra analiz sonuçlarını karşılaştırarak arıza sebepleri
araştırıldı. Asıl amaç, gaz türbin motorunun ömrü ve performansında etkili olan
tasarımdakı onemli parametreleri elde edebilmek ve en uygun tasarımı yapmaktır.
Genel olarak türbin kanatları üzerinde 3 farklı yük etki eder. Bunlar sıcak hava basıncı,
yüksek sıcaklıktan kaynaklı termal yükler ve dönme etkisinden yaratılan merkez kaç
küvvetidir. Gerçek şartlar altında analiz yapmak için GasTurb12 programından, üç
farklı ısı ve iki farklı yükseklik için bu yükler elde edildi.
ANSYS yazılımı kulanarak, farklı gerçek yükleme durumlarında ANSYS yorulma
araçı kularanak, yorulma ömrü, çevrim olarak hesaplandı. Ayrıca her yük kanat
ömrunu nasıl etkilediğini araştirmak için farklı yüklemeler belirlendi. Bu durumlarda
üç yükden her birini değiştirerek, toplan 9 yükleme belirlendi. Sabit bir yükleme göz
önüne alarak, dönme hızı 2000 RPM, hava basıncı 200 kPa ve sıcaklıkın 150 derecelik
değişimleri ve bu yükleme değişimlerin, kanat ömrünü nasıl değiştirdiği araştırıldı.
Her yükleme durumu için sıcaklık dağılımı, von-mises stres dağılımı ve toplam
deformasyon, ve yüksek çevrimli ve düşük çevrimli yorulma ömrü hesaplandı.
Sonuç olarak tasarlanan türbin kanadı için arızalar kanatın disk’e bağlantı kısmında
oluşiyor ve kanat ömrünü azaltiyor ve buna sebep olan en önemli neden, yüksek
sıcaklıklardır. Basınc ve dönme hızı kanat üzerindeki stresler ve yorulma ömrunde, bu
yükler artarak azaltdığına rağmen ama bu azalma sıcaklıktan sebep olan stres ve
yorulma ömrüne göre azdır. Inconel 718’den yapılan kanatlarda, kanat yüzeyi 1000
decelik ısıya kadar dayana bilir ama bağlantı kısmı 500 derecelik ısıya dayana bilir ve
bundan fazlası kanat ömrünü düşüriyor.
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Netice olarak yorulma arızasına dayanıklı ve yüksek ömürlu tasarım için kanat ve disk
bağlantı kısmı dikkate almak gerekir. Farklı tasarımlar kulanila bilir ve ya bağlanti
kısmında malzemeni güçlendire bilir yada daha güçlu ve dayanıklı malzemer kulanila
bilir ve ya soğutma sistemi kulanarak, kanatda oluşan yorulma arızları önlenebilir.
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1. INTRODUCTION
1.1 Literature Review
Many studies exist in the literature for analizing turbine blades failure. Testing a real
turbine blade in an operate condition is very difficult and very expansive, and because
of that, many of these analyses are metallurgical investigation on turbine blade’s
materials to produce a very strong material that failure on turbine blade minimized.
Tofighi Naeem & Jazayeri (2008) in their article “Failure Analysis of Gas Turbine
Blades”, mentioned that the earlier part of turbine blade that failure occurs, is on the
assembly section of blade to turbine disk.
Maden Kamura (2014) in his research titled “Fatigue Failure Analysis of Rotating
Blade of Uniform Varying Cross Section with Damage at the Leading Edge” improved
that after assembly section of blade and disk, leading edge of blade is the most common
place for failure.
Witek (2006) in his research titled “Failure analysis of turbine disc of an aero engine”
stated that importance of these failures are because repairing and maintaining of disks
are more difficult.
Segersäll (2013) in his thesis got to conculution that fatigue damage is attributed to
different types of mechanisms depends on which part of the turbine blade that is
considered. Most parts of the blade exhibit temperature differences. However, as long
as the maximum temperature does not exceed middle temperatures, approximately
500°C, these variations will not affect the fatigue life that much. For example, the
blade foot is rarely subjected to temperatures above 500 °C, wherefore isothermal
fatigue testing, for example when trying to simulate those conditions, LCF is enough
But at other parts of the blade fatigue life is very much dependent on the temperature
variations, where the temperatures are higher. TMF testing should be measured to fully
understand the fatigue damage that happens in the microstructure.
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Although the difficulty of analyzing the low cycle fatigue and high cycle fatigue as two
important fatigues that blades face to, researchs has been done to minimize these difficulty
in many ways that can be described in below followed survey.
Rahmani, Ghanbari & Mohammadi (2014) in their research, performed modal analysis
on a first stage turbine blade and found natural frequencies and vibration modes of
blade in different circumstances and by a 3D Laser Digitizer, a cloud-point model of
a turbine blade has been created. By finite element method using ANSYS software,
the numerical calculation based on experimental test conditions is used and
experimental natural frequencies have been achieved. The results show acceptable
arrangement between the experimental and FEM results.
Wang et al. (2013) in their paper, focused on a crack growth life assessment method
through experimental and numerical methods for a turbine component under high low
combined cycle fatigue (HLCCF) loading. Crack growth tests under HLCCF loading
on five full scale turbine features, by using a Ferris wheel combined fatigue system to
simulate the stress under HLCCF loading and temperature circulations devoted to
actual turbine discs, were conducted at raised temperature.
Mirzaei & Karimi (2001) in their research based on a first-stage air-cooled blade made
of superalloy IN738LC and its stress analysis and life assessment, used three-
dimensional finite element thermal and stress analyses of the blade for the steady-state
full-load operation. The results of these analyses were used for determination of the
regions where the combination of high temperature and high tensile stress was
sufficient for significant creep-fatigue crack growth. Therefore, for crack modeling,
near the root, a critical point at the leading edge of the airfoil was selected. An
incremental crack growth scheme was measured and the total life for the growing of
0.5 mm surface crack to a 5mm through-thickness crack was estimated.
Rezazadeh Reyhani et al. (2013) has improved that rising thermal barrier coating
thickness by 3 times shows in results, points to rise in the blade life by 9 times. Also,
considering inlet cooling temperature and pressure, deviation in temperature has
greater effect on blade life. Additionally, it can be realized from the results that 300
hours operation at 70% load can be same to an hour operation at base load.
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1.2 Overview
1.2.1 Gas turbine engine
The gas turbine is a convert engine to produce mechanical energy from natural gas and
other liquid fuels. If we suppose the power plant as a human body, we can use a gas
turbine as heart that produces electrical energy. The main part of gas turbines that
results mechanical energy is the turbine blades and high temperature that causes the
spin of the blades.
The very first description of gas turbine and its principle comes out by john barber in
1791 (Davey, 2003). Barbers model uses wood, oil and other materials by heating in
producer to produce gas and burn it. This turbine has different cylinders to compress
air and gas and send it to a combustion chamber for igniting then the high tempered
gas moves the vanes of a paddle wheel. Todays gas turbine basically has many
similarities to barbers patent, to describe the main principles generally, it works by
combination of several stages.
First of all, burning and compressing the mix of air and fuel that creates hot gas, the
hot gas turns the turbine blades, this spinning blades rotates the turbine drive shaft, the
generator gets the power from rotation of turbine which is connected to a rod in a
generator then it turns a large magnet that placed in a center of coils of copper wire.
This system causes moving electrons in wires and creates electricity.
Figure 1.1: Schematic view of a gas turbine engine and its components (Wikipedia,
2016).
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1.2.2 Components of a gas turbine engine
A gas turbine’s mechanical parts includes the compressor and a turbine working as
two rotating parts and consists of one or several combustion chambers and an exhaust
system. More generally, a gas turbine consists of these components; Fan, Compressor,
Combustor, Turbine and Nozzle.
The fan’s task is to pull air into the engine and the amount of air depends on the size
of spinning fan. When the speed of fan goes higher, it divides to two parts, one part
directs to a center of the engine and the other part dodges the center of the engine
instead going through the duct.
Compressor is a part of the engine core that mix the air with fuel that increase the
temperature, in continuously, the air potential energy goes higher then it pushed into
the combustor chamber.
Combustor is the place that air and fuel mixed and ignited, then hot growing gases
resulted by Burning air and fuel. Combustor results the mixing gas and fuel process if
a high temperature and a high-energy flow exists that causes the rotation of turbine
blades when it goes through the turbine as another part of this system. The flow acts
as a driver of fan and the compressor. The turbine drives the compressor by changing
gas energy into mechanical work when the gas made in combustion chamber and spin
the turbine blades.
When the gas passed the turbine, nozzle starts acting. This component’s task is to
propel the engine as the colder air creates a force by bypassing the engine core. All the
process causes a forward trust that produced by the combination of cold and hot air.
1.2.3 Failure in gas turbine engine
Modern gas turbines as a part of aviation use in high insurances, but actually this
thought is wrong, in many repair processes many failures even in small and low
important stages may happen. In this situation, however, it can be controled at incipient
stages by the rigid inspection regime to avoid before a failure actually occurs.
Bloch (1982) in his book “Failure Statics of Gas Turbines” shows that 28 percent of
gas turbine failures are because of turbine blades and rotor components, but 18 percent
with turbine nozzles and stationary parts. Carter (2005) in the research about common
failures in gas turbine blades stands with the opinion that very common damages that
4
results is the rejection of turbine is in turbine and compressor blades and vanes
according to the high temperature of process and consumed components or materials.
By the way, Fatigue of mechanical mechanism is rare but happens if it starts in unusual
situations.
Turbine and compressor blades, both need resistance to mechanical loading in the case
of being commonly subjected. This loading occurs in high speed of rotation that results
a centrifugal load and the changing of pressure happens by aerodynamics forces. Both
at different temperature, higher than ambient in the case of the turbine blades and the
compressor final steps and low temperatures, often as low as −50 °C in the first few
rows of compressor blades. Meher-Homji & Gabriles (1998) and Dundas (1994) in
their researches found that with the turbine blade cooling can decrease the total
damages of turbines up to 62 percent.
Also, Carter (2005) mentioned in same research that the engine performance depends
on it’s weight because the aircraft payload may be maximum the engine weight should
be minimum. This acts an important role in selecting materials of engine parts;
appropriate materials that act successfully to high temperatures, such as high density
nickel based superalloys. One of the other majors that effect weight is gyro effect that
happens by high-speed rotation of the heavy disks or blades during the flight.
1.2.4 Importance of turbine blade failures
Blades problems are the most concerns in aircraft and industrial uses that designers
have. Forexample U.S. Airforce expends $100 million a year for this conditions
resulting from high cycle fatigues (Srinivasan, 1997). These problems include
vibration, fatigue, foreign object damage, corrosion, erosion, sulphidation and creep.
Many reasons cause this problems and failures. The presence and because of the
inevitable excitations the failures happen. As it is obvious, blades have a complicated
geometry. The complex vibration characteristics occur differently that designers
expect. Problems may happen in controlling the quality and identical blades. Failures
increase when the operating of the turbines airfoils is in a hostile environment such as
oxidation, hot corrosion, and thermal fatigue.
5
1.2.5 Types of turbine blade failures
Some of predominant failure types are mentioned below;
1. High cycle fatigue (HCF)
2. Low cycle fatigue (LCF)
3. Thermo-mechanical fatigue (TMF)
4. Environmental attack on hot section
5. Creep damages
6. Erosion and wear
7. Foreign object damage (FOD)
8. Thermal aging
9. Combined failure mechanisms such as creep/fatigue, corrosion/fatigue,

oxidation/erosion, etc.
Failures in the blades of gas turbine engines appear due to the operating the turbine in
the conditions of high speed of rotating at measured temperature and caused several
mechanisms and devided in two categories; fatigue that includes high and low cycle
fatigue and creep. All of the solid materials in entrained with the air will cause damage
through either erosion or impact. Turbine engines and the components have the same
situation.
Foreign object damage (FOD) is a damage that occurs during the take off and landing
of aircraft because of the absorption to the airfoils in the fan, compressor and turbine
stages of aero-engines. When a subject hits the rotating blade damage happens by
causing high forces and local damage because of the high relative velocity due to blade
moving and acceleration of the subject.
Many of mechanical damages appear during the operation of turbine blades and at the
edge of alloy development. One of the disadvantages of light alloy is its unacceptable
creep for turbine operation at high temperature. Because of this temperature that is
above the melting point of aluminum, nickel based superalloys are used, however it
has the problem of more weight. Blade weight increase due to another reason and it is
the use of hollow blades with air ducted through to decrease the internal temperature.
6
Marandi et al. (2013) in their paper titled “Failure Analysis of Gas Turbine Blades”
have this opinion that in nickel based superalloys that is the material of the high-
temperature turbine engine blades, low cycle fatigue (LCF) occurs during a common
start, flight and landing process and high cycle fatigue (HCF) occurs due to vibration
the airflow dynamics that all these fatigues can decrease the blade lifetime.
Figure 1.2: Samples of failed blades caused by TMF (SwRI Gas Turbine
Technology, 1996).
1.2.6 Fatigue failures
When in operating process, some parts behave mechanically abnormal, blade fatigue
happens. To invest the reasons of the fatigue, mechanical and metallurgical analyses
must be examined, especially the metallurgical analyses that is so effective to be
determined the failures related to which part; To initial flaws or heat treatment,
machining marks, poor surface finish or material defects. In some situation the behave
type of mechanism can be more helpful and makes the mechanism of failure to be
more clear.
Fatigue failure is associated with repeated cyclic load on a structural member. The
fatigue life of a structural part is, generally, the number of load cycles that can survive
determined by the magnitude of the stress cycles. The correct relation between the
7
magnitude of the stress and the fatigue life is dependent on the material properties of
the structural member. Typically, higher stresses cause a shorter fatigue life.
For some materials, fatigue for some materials only occurs if stresses exceed a certain
minimum level and for some another type of materials, there is no minimal stress level.
An estimation of the fatigue life of the turbine blade can be made if the stresses are
existed on the turbine blade during operation and the material properties of the turbine
blade are known.
There are three type of fatigue failures: high cycle fatigue (HCF), low cycle fatigue
(LCF) and thermo-mechanical fatigue (TMF).
Cowles (1996) in his paper titled “High cycle fatigue in aircraft gas turbines - an
industry perspective” has done a research on different failure types that happens in gas
turbines. He categorized common failures on jet engines as in Figure 1.3. As it can be
seen, the most failures happens due to fatigue failures, specially HCF and LCF.
Figure 1.3: Statics on jet engine failure modes (Cowles, 1996).
Turbine and compressor blades are face to fatigue and is connected by the alternating
stresses of frequent applications and this stress is lower than the material tensile stress.
It is the usual cause of vibration of the materials. In the turbine part, airfoils are under
hard conditions of fatigue.
8
The fatigue that measured at designing and high cycle fatigue that is the most
unpredictable failure type are the facts in modern turbines. LCF is the main reason in
decrease the component life and it depends on the amount of stress cycle forced in
operation.
1.2.6.1 High cycle fatigue (HCF)

HCF is usually related to low stress levels and low amplitude high frequency elastic
strains. Where the strain range during fatigue cycling exceeds elastic strain range.
Figure 1.4: Disturbation of HCF failures by component (Cowles, 1996).
As statics show in Figure 1.4, HCF mostly occurs in blades and vanes of gas turbine.
Cowel (1996) stated that HCF damage has several distinctly different sources in
turbine engines, it can be classified as define bellow:
- Aerodynamic excitation that resulted because of engine flow path pressure

perturbations, affecting primarily blades and vanes;
- Mechanical vibration that affects external components; plumbing, and static

structures; and rub, affecting blade tips and gas path seals; caused by motor
imbalance;
- Airfoil flutter that affects blades and caused by aeromechanical instability;
- Acoustic fatigue that affects mostly sheet metal components in the combustor,
nozzle and augmenter.
9
In the case of periodic force affect the blade normal frequency resonant fatigue as an
important mechanism failure occur. Aerodynamic excitation is the main reason of HCF
and excited vibration the other reasons are self-and flutter. When the stress amount is
more that the strength of fatigue, HCF happens and this strength is related to corrosive
environment. The vibration rising amount at resonance is directed to some conditions,
magnitude of the force, dumping in the material of blade, Resonant response factor.
Resonant fatigue as an important failure mechanism increase in the case of occurance
of a perodic force affects at the frequancy corresponding to a blade normal frequency.
Amplitudes and stresses rise until failure occurs by overstress or by circulation of a
fatigue crack If the examination is insufficient for absorption of the periodic inpute
energy.
Typically, aerodynamic excitations or self-excited vibration and flutter cause HCF.

Whereas the fluctuating stresses may not be very high, the maximum stress at
resonance can increase dramatically. HCF failure will occur when stress levels are
above the fatigue strength. It is important to note that the fatigue strength is severely
affected by a corrosive environment, in which the stress versus number of cycles (S-
N) curve loses its validity. When the breakage of a lacing wire happens, loss of
damping can grow the vibratory stresses by a factor of four, the occurrence of this
situation happens when the lashing wire holes in the blade get elongated with wear.
Some modern engines operating integrally bladed disks do not have the friction
damping associated with the dovetails and, therefore, dynamic magnification factors
in compare to those found in older engines can be two to five times (Griffin, et al.,
1998). In these blades the use of under-platform dampers is not possible because they
do not have platforms. So, blades designs have evolved that apply insert dampers that
are located within the airfoil. These fit inside the blade cavities and create frictional
damping.
1.2.6.2 Low cycle fatigue (LCF)

Low cycle fatigue is isothermal fatigue and causes inelastic deformations so that the
exhibitions of material will be a short number of cycles to failure.
The cycle of start and stop of turbine causes the low cycle fatigue. This failure is
principal in mores and if the compressor and turbine disks operation is under
10
centrifugal stresses, the failure occur on some parts. Basically it happens on the
mechanisms that were in operation for a long period.
The LCF behaviour on superalloys with particular emphasis has been observed. The
early stage of superalloys, strength and their response to complex cycling are variable.
It has been possible to create some general instructions regarding their LCF
performance by using steels and a titanium alloy as comparators. A high yield strain
results in predominantly elastic circumstances and cyclic stability in normal testing
domain (700–1000°C). Superalloys are fatigue controlled and generally more sensitive
to compressive hold periods. Environmental influences are strong especially at
temperatures where oxides remain brittle, but at high temperatures (>900°C) overaging
effects may be useful. During thermal–mechanical cycling in-phase testing appears
most harmful.
1.2.6.3 Thermo-mechanical fatigue (TMF)

As the name of this fatigue, this failure depends on thermal stresses. Thermal stress
happen when the temperature of blades goes higher than the disk and causes of thermal
fatigue. In thermo-mechanical fatigue, if they overdo the material crop stress, the
levels of stress may increase originate cracks. In hot unit blading often occur the
differences in temperature as high as 200°C in a minute. Because of this full load trips
are so damaging in stages of life reduction. TMF explains fatigue under simultaneous
variations of temperature and mechanical strain. Large temperature changes during
TMF result in significant thermal expansion and contraction that is also reinforced by
changing in mechanical strains related with centrifugal loads as engine speed
variations.
1.2.6.4 Loss of cooling failures

Dundas (1994) divides the failure reasons when there is loss of air cooling to two main
causes. Several hot section failures appear and can be the result of the following
reasons:Quality control problems within blades or vanes and delivery system problems
for the cooling air. Flow restriction and subsequent problems can be the result of
external coolers that exist in some gas turbines for the compressor and turbines.
1.2.7 Turbine blading problems practical considerations
To determine the stages of safety in turbines, several hostile environment factors as

the turbine blade is complicated should be measured. The amount of fatigue stress a
11
blade can tolerate related on, mechanical design such as size and areas, temperature
and it’s cycling, the amplitudes and frequency of vibratory stress.
Because of the great steps in technology and non-stop studies, Modern aircraft engines
are far more dependable than their predecessors. Sincerer now than ever, design is
focused by fuel effectiveness and reliability. Engines can stay on wings for years and
a single pair suffices to power large jetliners across oceans. Beside commercial
applications, mission-critical defence functions progressively depend on the top
performance of the engines. Further developments are coming with the growing
interest of aerospace industry towards additive layer manufacturing (ALM) of ever
more critical mechanisms. Aerospace applications focus on complex components
made of high-value materials such as Ti6Al4V or Inconel 718 To earn the best costs
and performance benefits from metal ALM (Farina Group - Inconel 718, 2016).
1.3 Scope of Thesis
The current chapter was an introduction to gas turbine blades and failures of blades.
These failures include: HCF, LCF, TMF, FOD and etc. The main goal in turbine blade
design is to decrease these failures and increase life of turbine blades and so gas turbine
engine. Two important and firstly attemps in blade design is airfoil design for blade
and material blade made of. In the next chapters I will discause on design and fatigue
analysis of a turbine blade made of Inconel 718. In the following chapters, for different
loading cases on blade that engine will work, FE modeling in ANSYS is described and
then results of analyses presented.
The final chapter includes the conclusions on analysis results. In this chapter the results
are classified in order to conclude the thesis and organize the results.
12
2. MODELING OF TURBINE BLADE
2.1 First Stage Turbine Bucket 3D Model
In this section, before going to finite element model, I am going to describe 3D model
of turbine blade and disk that I chose for analysis. 3D model has been designed using
CATIA V5R21 software. Figure 2.1 shows the complete 3D model of a first stage
turbine section and Figure 2.2 shows a single blade turbine. Turbine bucket for our
model has two part of airfoil, and dovetail assembled to disk by fir-tree and broach
slots. Blade design is very important in gas turbine engine design procedure, because
a good and reliable design can minimize failures. To achieve this goal, between many
patents of blades and disk designs, the most appropriate one has been chosen for
modeling.
Figure 2.1: 3D Model of first stage bladed turbine disk.
13
Figure 2.2: A single bladed model.
At first, the assembly part of blade bucket to disk has been modeled. Generally this
section has a fir-tree design. Advanced fir-tree and broach slot forms invented by
General Electric Co. (Patent No. US20050175462 A1, 2005) has been used for
modeling. This invention caused to reduce number of blades needed up to 60 blades
and stress occurred at the assembly point of bucket and disk has been reduced.
Schematic view of this system has been given in Figure 2.3 and Figure 2.4. Detailed
dimensions has been given in Appendix A.1. At first fir-tree slot on wheel post has
been modeled in Part Design for just one blade. After modeling slot, fir-tree part of
dovetail using the dimension of the invention described above has been modeled. In
order to completely match this section to it’s part on disk, modeling has been done in
Assembly Design enviroment. Disk would have 60 blade, so after doing calculations,
disk diameter is 860 millimeters and width of 30 millimeters.
14
Figure 2.3: Schematic view of fir-tree for blade assembly (General Electric Co.
Patent No. US20050175462 A1, 2005).
Figure 2.4: Schematic view of Fir-tree slot for disk assembly (General Electric Co.
Patent No. US20050175462 A1, 2005).
Among many airfoil designs available, an airfoil invented by Rolls-Royce Power

Engineering Plc. (Patent No. US20070183897 A1, 2006) has been considered. Airfoil
shape has been given as Cartesian coordinate system in different heights of airfoil in
their patent. Values of X, Y and Z set forth has been given in Appendix A.2. These
values can be scaled up or down by a constant number for design. These coordinates
imported to an excel file and using macros in excel all of points imported to CATIA
Shape Design. A spline through every height from the points on that height has been
drawn and after that using multi surface function this curves joined together. By
closing the upper and lower part of surface and filling it, a solid shape of blade
achieved and imported to part design and connected to the dovetail design.
15
Figure 2.5: Schematic view of a blade airfoil (General Electric Co. Patent No.
US6461110B1, 2001).
Figure 2.6: 3D Model for turbine bucket.
As to reduce analysis time, just one bladed design has been created as in Figure 2.2
and effect of the other blades on one blade has been neglected. Designed model has 86
millimeters blade height.
16
2.2 Material and Engineering Data
2.2.1 Inconel 718
Main parts of gas turbine engines are made of nickel based superalloys because of their
high yield strength, excellent resistance to fatigue, and etc. Main reason of using nickel
based superalloys nowadays is their fatigue properties, because fatigue is the main
reason for engine failures. One of nickel based superalloys is Inconel 718 (IN718) that
is used widely nowadays, although its relativly new, because of lower cost and higher
performance and easy fabrication.
Inconel 718 is considered as a refractory superalloy and acts for about half of their
world tonnage. During the past few decades, extensive investigations have been made
on the low cycle fatigue and high cycle fatigue properties of Inconel 718, such as the
effect of temperature on the cyclic stress-strain response and LCF life associated with
the deformation microstructures. This material can work in as high temperatures as
700°C. At higher temperature the alloy holds long time strength and toughness along
with confinement of corrosion resistance up to high temperature. It connects a good
creep and rupture strength with a high resistance to fatigue.
In gas turbine engines Inconel 718 is the main component for discs, blades and casing
of the high pressure section of the compressor and discs as well as some blades of the
turbine section as it is responsible for up to 50% of the weight of aircraft turbojet
engines because of its good toughness at low temperature, it also finds several uses in
rocket engines and cryogenic environments.
Chemical composition of Inconel 718 is described in Table 2.1. Iron is an important

element of Inconel 718 and because this alloy has significant amounts of Iron, causes
in lowering its price per kilogram. Inconel 718 was designed to overcome the low weld
ability of this class of materials, generally liable to cracks. Inconel 718 has a strong
resistance to corrosion up to 1000°C in order to its Specific alloying fundamentals. For
example, in an extensive range of acidity and alkalinity, Nickel is beneficial in
combating chloride-ion stress-corrosion cracking and defends from corrosion in many
inorganic and organic oxidizing composites. While Molybdenum is known to increase
resistance to pitting corrosion chromium imparts an ability to withstand attacks from
oxidizing media and sulfur compounds (Farina Group - Inconel 718, 2016).
17
Table 2.1: Chemical composition of Inconel 718 in percentage (Specialmetals -
Inconel 718, 2016).
Criteria Min. Max.
Al 0.4 0.8
Al+Ti - 1.75
B - 0.006
C - 0.08
Co - 1
Cr 17 21
Cu - 0.3
Fe Remainder
Mn - 0.35
Mo 2.8 3.3
Nb 4.75 5.5
Ni 50 55
P - 0.015
S - 0.015
Si - 0.35
Ti 0.65 1.15
Most of Inconel 718 parts producing by investment casting method. It allows a better
material usage compare to other usual metal processing methods, the ability to produce
comparatively complex configurations at a reduced cost.
Usual manufacturing methods are challenging when applied to Inconel 718 and one
often ends up sacrificing the excellent material properties such as high temperature
corrosion and creep resistance to obtain the desired shapes. The material being
preliminary annealed is the requirement for machining, forging and welding to induce
ductility and higher deformability.
18
2.2.2 General properties of Inconel 718
Properties for Inconel 718 has been imported from specialmetals.com and
Totalmateria website; a large database of materials which our university has
subscription of.
Inconel 718 has density of 8220.9 kg/m3 and specific heat of 435 J/kg.°C and thermal
conductivity 11.4 W/m.°C. Physical properties of this material needed for using in
analysis is described in tables below:
Table 2.2: Physical properties of Inconel 718 (Total Materia, 2016).
Property T(°C) Value Unit
Modulus of elasticity 21 199.95 GPa
760 160.65 GPa
Mean coefficient of 93 12.78 10-6/(°C)

thermal expansion
between 20(°C) and 204 13.5 10-6/(°C)
316 13.86 10-6/(°C)
427 14.22 10-6/(°C)
538 14.4 10-6/(°C)
649 15.12 10-6/(°C)
760 16.02 10-6/(°C)
Inconel 718 has 1182.2 MPa yield strength and 1401.6 MPa ultimate tensile strength
in room temperature.
2.2.3 Stress-strain curves of Inconel 718
Engineering and true stress-strain diagram for room temperature, 600°, 900° and 1200°
Farenheit temperatures from test results has provied by (Total Materia, 2016) and I
have used this diagrams and a method for estimating stress-strain relationships to come
up to an equation for stress-strain equation in relation with temperature to use in
nonlinear analysis.
19
The method is a devaloped expression for stress-strain curves for stainless steel alloys
by Rasmussen (2001).
He used standard Ramberg-Osgood curve for stresses up to the 0.2% proof stress
which assumed as yield stress and devaloped for beyond 0.2% proof stress. His
proposed full range equation is in Appendix B.1. Because it is based on stainless steels,
these equations doesn’t give quite good fit for real curves for Inconel 718. By doing
some itteration, the new equation for engineering stress-strain curves that fits with test
results has been achieved :
𝜎 𝜎 𝑛 (2.1)
𝜀= + 0.002 ( ) 𝑓𝑜𝑟 𝜎 ≤ 𝜎0.2
𝐸0 𝜎0.2
𝜎 − 𝜎0.2 𝜎 − 𝜎0.2 𝑚 (2.2)

𝜀= + 0.3 ( ) 𝑓𝑜𝑟 𝜎 ≥ 𝜎0.2
𝐸0.2 𝜎𝑢 − 𝜎0.2
𝑙𝑛(20) (2.3)
𝑛= 𝜎
ln(𝜎 0.2 )
0.01
𝜎0.2 (2.4)
𝑚 = 1 + 3.5
𝜎𝑢
𝐸0 (2.5)
𝐸0.2 = 𝑛
1 + 0.002 𝑒
𝜎0.2 (2.6)
𝑒=
𝐸0
Parameters for 0.2% and 0.01% proof stress and Young modules and Ultimate tensile
strength for each temperature drived from diagrams by using GNUPlot software. By
drawing line between each parameter versus temperature, I have obtained a relation
for each parameter with temperature in Centigrade:
𝐸0 = [53.18(760 − 𝑇)] + 160650 (2.8)
𝜎0.2 = −0.324𝑇 + 1182 (2.9)
𝜎0.01 = −0.0002056𝑇 2 − 0.135982𝑇 + 903.382 (2.10)
𝜎𝑢 = −80.85𝑙𝑛(𝑇) + 1664.5 𝑓𝑜𝑟 𝑇 > 500°C (2.11)
𝜎𝑢 = 1344.6𝑒 −0.0003𝑇 𝑓𝑜𝑟 𝑇 ≤ 500°C (2.12)
20
By using these equation true stress and true strain and true plastic strain values needed
for nonlinear analysis will be obtain for different temperatures. Mechanical propertires
and full curves of test results and curves obtained from these equations for
temperatures 22, 315.56, 482.222 and 648.89 °C are in Appendix B.2.
Figure 2.7: Stress-Strain curve for different temperatures from test results (Total
Materia, 2016).
2.2.4 Fatigue data
Two main material properties for fatigue analysis are fatigue parametes for stress life
and strain life approachs. For Inconel 718 these properties are listed as Table 2.3 and
Table 2.4.
Table 2.3: Strain-life parameters of Inconel 718 (Total Materia, 2016).
Cyclic Cyclic Cyclic Fatigue Fatigue Fatigue Fatigue

yield strength strength strength strength ductility ductility
strength exponent coefficient coefficient exponent coefficient exponent
n´ b εf ´ c
σy´ (MPa) K´ (MPa) σf´ (MPa)
- 0.0681 1564 3950 -0.151 1.5 -0.761
21
Table 2.4: Stress-life parameters of Inconel 718 (Total Materia, 2016).
Cycles to failure Stress Amplitude
Nf (MPa)
1.00E+05 851
1.00E+06 752
1.00E+07 664
1.00E+08 587
22
3. ANALYSIS IN DIFFERENT LOADING CASES
3.1 Overview
In this chapter Finite element analysis and different loading cases are described.
Analysis has been done in ANSYS 17.0 workbench. Two parts of our model has been
imported as .igs file format. Material properties of Inconel 718 material described in
previous chapter has been given to the both of parts. I used GasTurb 12 software to get
loads in different conditions for a real gas turbine application. After appling loads, by
using ANSYS fatigue tools, fatigue life of model in those conditions has been achieved
and then I get to conclusion on that results in the last chapter.
3.2 Boundary Conditions
Blade connection to disk defined as frictional contact with friction coefficent of 0.1.
For boundary condtions, a frictionless support defined in inside surface of disk as to
prevent movement of bodies in any direction but free to rotate about disks axis and
move along this axis whick concide to X-axis of global coordinate system and a
frictionless support defind on one side of disk to prevent this movement. So Body has
just one degree of freedom that is rotation along X-axis and our model would be fully
constrained.
3.3 Meshing
Mesh sensivity analysis performed in order to identify appropriate mesh density for
our analysis.Though our analysis is on blade, disk is meshed with automatic method
of ansys.For blade meshing, A 320 kPa pressure on blade surface and 6000 RPM
rotational velocity applied for disk in static structral system. Thermal results from
transient thermal for 700C imported and changes in maximum von-mises stress and
total deformation on blade has been taken into account in order to define mesh density.
Tetrahedrons elements on blade perfomed as other types of elements gives error and
aren’t suitable for designed model shape. Results are described in Table 3.1. As results
23
shows best solution is tetrahedrons elements with 2.8 mm size. With this configuration
our analysis model will have 47676 nodes and 29295 elements.
Table 3.1: Meshing statics for tetrahedrons method.
Mesh Size Number of Number of Max Total Max. Eqv.

Nodes Elemnts Deformation Stress
5 mm 14269 6831 1083.68 1.4021
4 mm 21761 11713 1045.3 1.413
3 mm 40603 24419 1040.52 1.336
2.8 mm 47676 29295 1039.7 1.3535
2.5 mm 63629 40311 1039.68 1.354
2 mm 114428 75907 1039.7 1.3538
3.4 Loadings
Gas turbine blade affected by three loads:
- Air-fuel mixture pressure that comes from Burner of gas turbine.
- Thermal effect of this pressure on blade.
- Centrifugal load caused by rotation of blade and disk under effect of air
pressure
These three loads obtained from GasTurb 12. GasTurb software is a simulation
application that has configurations used for propulsion or for power generation gas
turbines. Almost all of gas turbine engine types performance can be simulated with
this software. It also has sample performance for any of gas turbine engines. I have
selected one spool turbojet engine configuration. Demo sample of this configuration
has been imported to software enviroment.
24
Figure 3.1: GasTurb12 software interface.
Main default input parameters of demo file is described in Table 3.2. Among those
parameters, I have made changes to Altitude and mach number as the considered
engines work enviroment and burner exit temperature which is the most important
parameter in our analysis because this temperature defines air pressure and
temperature on turbine blade and also rotational velocity of turbine disk. Also Disk
diameter is given 86 cm and 1 stage of turbine has been selected (GasTurb12 Manual,
2016).
From these Input parameters, I have changed burner exit temperature and altitude and
get output results for 3 temperatures of 800°, 1000° and 1200°C at altitude of 8000
and 10,000 meters. From these outputs, first stage turbine disk rotational velocity and
air-fuel mixture pressure, density and temperature on turbine blade are obtained and
fatigue analysis for these conditions would be done.
25
Table 3.2: Input parameters for one spool turbojet engine (GasTurb 12).
Input Unit value
Intake Pressure Ratio 0.99
Burner Design Efficiency 0.9999
Fuel Heating Value MJ/kg 43.124
Mechanical Efficiency 0.9999
Burner Pressure Ratio 0.97
Turbine Exit Duct Press Ratio 0.98
Altitude m 10,000
Mach Number 0.23
Burner Exit Temperature K 1073
Pressure Ratio 12
Isentr.Compr.Efficiency 0.85
Number of Turbine Stages 1
1. Rotor Inlet Mean Dia m 0.86
Last Rotor Exit Mean Dia m 0.86
Exit Radius Ratio 0.9
Loss Factor (0.3...0.4) 0.35
Cooling Constant 0.05
Stat3 Design Mach Number 0.25
26
Table 3.3: Output parameters of GasTurb12 for desired conditions.
Load Altitude Burner Exit Burner Exit Air Blade Rotational

Case Temperature Pressure Density Temperature Velocity
m °C kPa kg/m3 °C RPM
1 8000 800 425.64 1.853833 583.9919 6440.874
2 8000 1000 425.64 1.483066 683.1406 4860.359
3 8000 1200 425.64 1.235885 781.9723 4554.3375
4 10000 800 322.969 1.406659 574.5583 5839.492
5 10000 1000 322.969 1.125328 673.5417 4699.131
6 10000 1200 322.969 0.937773 772.228 4472.169
In addition to these 6 loading cases, some other loadings has been taken into account
for analysis. In order to investigate effect of each load on turbine blade, one of the
loads considered as variable and the other two as constant. First blade temperature and
air pressure considered constant and effect of rotational velocity of disk changing by
2000 RPM has been investigated. Then effect of air pressure changing by 100 kPa and
at the end effect blade temperature changing by 150°C has been investigated.
Fatigue analysis performed between any of these load cases and zero loaded condition.
At the end for analysising fatigue when changing performance of engine to higher
position has done. For this purpose, initial condition is considered at a low
performance which I mean lower temperature and rotational velocity and pressure, and
next step considered very high amount of load. This condition happens when aircraft
takes maneuvers or when changes its altitude. Loads for described conditions is given
in tables below.
Thermal loadings are defined in transient thermal system. One time step with 600
seconds step end time and timestepping of 60 seconds is defined. For heat transfer,
results by Nasir (2004) in his thesis titled “Turbine Blade Tip Cooling and Heat
Transfer” used. Convection coefficient for suction side, pressure side and tip of blade
27
defined as 1300, 1000 and 800 W/m2.C. Thermal disturbation on blade bucket has been
drived and results are connected to static structral system. In static structral system
same timestepping applied. Air pressure is given as hydrostatic pressure on blade
surface and rotational velocity is given to disk in RPM.
Table 3.4: Different loading cases for analysis.
Load Burner Exit Blade Rotational

Case Pressure Temperature Velocity
kPa °C RPM
7 320 700 6000
8 320 700 8000
9 320 700 10000
10 220 700 6000
11 420 700 6000
12 320 550 6000
13 320 850 6000
14 320 1000 6000
Table 3.5: Loads for switching from lower to higher performance.
Load Burner Exit Blade Rotational

Case Pressure Temperature Velocity
15
kPa °C RPM
intial 220 550 4000
end 420 850 10000
28
3.5 Fatigue Analysis
After determining loads and conditions and getting results for Equivalent von-mises
stresses and total deformation, fatigue analysis would be performed by ANSYS fatigue
tools.
In a fatigue analysis within the ANSYS fatigue module, the first decision that needs to
be made is which type of fatigue analysis should be done – Stress Life or Strain Life.
Stress Life depends on experimental S-N curves and then improved by a range of
factors. Where the Strain Life Parameters are values for a particular material that best
fit the equation to measured results, strain Life depends on upon the Strain Life
Relation Equation (Browell & Hancq, 2006). A total of 6 parameters are required to
define the strain-life material properties: the two cyclic stress-strain parameters and
four strain-life parameter properties. The Strain Life Relation equation is shown
below:
∆ ′𝑓 𝑏 𝑐 (3.1)
= (2𝑁𝑓 ) + ′𝑓 (2𝑁𝑓 )
2 𝐸
∆ ∆ 1 (3.2)
∆ = + 2( ′ )𝑛′
2 2𝐾
Stress life approach is related to high cycle fatigue where stresses are lower than yield
stress and strain life is related to low cycle fatigue where stresses pass beyond yield
stress.
Loading type for both methods has been considered as zero-based constant amplitude.
Because loading type isn’t selected as fully inverted, a mean stress exists and should
be accounted for.
29
Figure 3.2: Loading type for fatigue analysis.
For Stress Life, mean stress can be accounted for directly through interpolation
between material curves if experimental data at different mean stresses or r-ratio’s
exist. Several empirical options may be chosen including Gerber, Goodman and
Soderberg theories If experimental data is not available which use static material
properties along with S-N data to account for any mean stress.
𝐴𝑙𝑡𝑒𝑟𝑛𝑎𝑡𝑖𝑛𝑔 𝑀𝑒𝑎𝑛
Soderberg : 𝑆 +𝑆 =1 (3.3)
𝐸𝑛𝑑𝑢𝑟𝑎𝑛𝑐𝑒 𝑙𝑖𝑚𝑖𝑡 𝑌𝑖𝑒𝑙𝑑 𝑠𝑡𝑟𝑒𝑛𝑔𝑡ℎ
Goodman : 𝑆 +𝑆 =1 (3.4)
𝐸𝑛𝑑𝑢𝑟𝑎𝑛𝑐𝑒 𝑙𝑖𝑚𝑖𝑡 𝑈𝑙𝑡𝑖𝑚𝑎𝑡𝑒 𝑠𝑡𝑟𝑒𝑛𝑔𝑡ℎ
Gerber : 𝑆 + (𝑆 )2 = 1 (3.5)
𝐸𝑛𝑑𝑢𝑟𝑎𝑛𝑐𝑒 𝑙𝑖𝑚𝑖𝑡 𝑌𝑖𝑒𝑙𝑑 𝑠𝑡𝑟𝑒𝑛𝑔𝑡ℎ
As for high cycle fatigue analysis for our model, Soderberg theory is selected.
30
Figure 3.3: Mean stress correction by Soderberg theory.
For Strain Life mean stress correction is including no mean stress effects, Morrow and
Smith-Watson-Topper (SWT).
∆ ′ 𝑓 −𝑀𝑒𝑎𝑛 𝑏 𝑐 (3.6)
Morrow: = (2𝑁𝑓 ) + ′𝑓 (2𝑁𝑓 )
2 𝐸
∆ (′ 𝑓 )2 2𝑏 ′ 𝑏+𝑐 (3.7)
SWT: ′ 𝑚𝑎𝑥𝑖𝑚𝑢𝑚 = (2𝑁𝑓 ) + ′𝑓  (2𝑁𝑓 )
2 𝐸 𝑓
According to Morrow’s method, the elastic term in the strain-life equation is modified
by the mean stress. With observations, the mean stress effects are significant at low
values of plastic strain this modification is consistent, where elastic strain dominates,
and that mean where plastic strains dominate, stress does not affect so much at shorter
life. Incorrectly, it predicts that the ratio of elastic to plastic strain depends on mean
stress and that is not correct.
Smith, Watson and Topper (SWT) recommended a different equation to account for
the presence of mean stresses. It has the limitation that it is undefined for negative
maximum stresses. The physical interpretation of this is that no fatigue damage occurs
unless tension is present at some point during the loading.
31
Figure 3.4: Mean stress correction by Morrow theory.
32
4. RESULTS
As described in previous chapter, analysis performed in ANSYS 17 software. For each

loadings, at first thermal disturbation on blade achieved from Transient Thermal and
results imported to Static Structral analysis. After calculating equivalent von-mises
stress disturbation in MPa and total deformation in millimeters, HCF and LCF life of
turbine blade has been obtained in cycles.
4.1 Real Loading Conditions
Loadings calculated from GasTurb12 with inputs defined in previous chapter, for two
altitude and 3 different burner exit temperature results has been obtained as below:
4.1.1 Loading case 1
Altitude: 8000 m, Burner Exit Temperature: 800°C, Blade Temperature: 583.98°C,

Air Pressure: 425.64 kPa, Rotational Velocity: 6440.87 RPM.
Figure 4.1: Thermal disturbation for loading case 1.
33
(a) (b)
Figure 4.2: (a) Eqv. von-mises stress (MPa) and (b) Total deformation (mm) for
loading case 1.
Figure 4.3: (a) HCF Life (cycles) and (b) LCF life (cycles) for loading case 1.
For this condition, stresses are low and HCF and LCF failure doesn’t happen.

34
(a) (b)
loading case 2.
35
(a)
(b)

36
(a) (b)
loading case 3.
(a)
(b)
For Altitude 8000 m, with rising burner exit temperature, at first HCF life decreases
and then LCF failure happens.
37

(a) (b)
loading case 4.
38
(a)
(b)

39
(a) (b)
loading case 5.
(a)
(b)
40

(a) (b)
loading case 6.
41
(a)
(b)
In 10,000 meters altitude, although loadings are lower compared to the same burner
exit temperature in 8000 meters altitude, but failure happens earlier. Temperature
disturbation on blade and rotational velocity doesn’t change more by increasing
altitude but air pressure decreases about 25%.
42
4.2 Thermal Disturbation for Different Temperatures
(a) (b)
(c) (d)
Figure 4.19: Thermal disturbation for (a) 550C, (b) 700C, (c) 850C, (d) 1000C.
For realizing effect of each load on blade, other conditions for analysis considered as
below. Thermal disturbation results for these loading conditions are given in Figure
4.19. At all of these temperatures, difference of blades surface temperature with fir-
tree region of blade is between 300 and 600C.
43
4.3 Different Centrefiugal Force Conditions
At first, blade temperature and air pressure are considered as constant and rotational
velocity changed with 2000 RPM in 3 loading case.
Blade Temperature: 700°C, Air Pressure: 320 kPa, Rotational Velocity: 6000 RPM.
(a) (b)
loading case 7.
44
(a)
(b)
Blade Temperature: 700°C, Air Pressure: 320 kPa, Rotational Velocity: 8000 RPM
(a) (b)
loading case 8.
45
(a)
(b)
Blade Temperature: 700°C, Air Pressure: 320 kPa, Rotational Velocity: 10000 RPM
(a) (b)
loading case 9.
46
(a)
(b)
With increasing rotational velocity up to 10,000 RPM, life of blade decreases but this
decreasing is not very much compared to life of blade.
4.4 Different Air Pressure Conditions
For air pressure effect, air pressure changed with 100 kPa more and less than loading
case 6.
Blade Temperature: 700°C, Rotational Velocity: 6000 RPM, Air Pressure: 220 kPa.
47
(a) (b)
loading case 10.
(a)
(b)
48
Blade Temperature: 700°C, Rotational Velocity: 6000 RPM, Air Pressure: 420 kPa.
(a) (b)
loading case 11.
(a)
(b)
49
Air pressure effect is similar to rotational velocity. It decreases life of blade but this
change is not much compared to blade life.
4.5 Different Temperature Conditions
The last loading is temperature effect. Results for analysis for temperature 550°C to
1000°C has been obtained. Temperature of 700°C is same as loading case 6.
Rotational Velocity: 6000 RPM, Air Pressure: 220 kPa, Blade Temperature: 550°C
(a) (b)
loading case 12.
(a) (b)
50
(a) (b)
loading case 13.
Figure 4.33: HCF Life (cycles) for loading case 13.
51
Figure 4.34: LCF life (cycles) for loading case 13.
(a) (b)
loading case 14.
52
It’s obvious that temperature changes has great effect on fatigue life. For temperatures
up to 550°C blade has infinite fatigue life. But after 500 up to near 700°C HCF happens
and HCF life decreases till it reaches to zero and then LCF occurs on blade.
4.6 Switching from Low to High Performance
Initial:
End:
53
(a) (b)
loading case 15.
54
5. CONCLUSION
In this study a FE model using ANSYS software has been made for analysing failure
problem in turbine blades. This analysis include LCF and HCF. Analysis are done on
different loading conditions and by discausing the results obtained I can conclude :
- Main damages on turbine blades happen at the dovetail of bucket in fir-tree

region, design of this part must be considered.
- Fatigue life of blade doesn’t change more with rotational velocity or pressure.
Actually the main source of high stresses and failures is temperature of blade.
So temperature changes must be investigated carefully in design process.
- The designed model of bucket with material Inconel 718 shows reliability and
excellent fatigue properties. High cycle and low cycle fatigue failures only
happens in dovetail of blade in fir-tree region. Mainly possibility of HCF
failure is the most. LCF fatigue only happens in very high temperatures.
- By more detailed analysis it is obvious that when temperature in dovetail region

of blade exceeds 500°C, LCF failure happens. Actually his temperature of
dovetail reachs 500°C when the temperature on blade surface goes above
700°C.
- These problems can be reduced to minimum by using more efficient cooling

system in dovetail region or using other methods as coating that part of blade.
55
56
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59
60
APPENDICES
APPENDIX A.1 : Dimensions for Fir-Tree Assembly.
APPENDIX A.2 : Coordinates of Blade Airfoil.
APPENDIX B.1 : Stress-Strain Relations for Stainless Steel.
APPENDIX B.2 : Mechanical Properties of Inconel 718 at 22C.
APPENDIX B.3 : Mechanical Properties of Inconel 718 at 315.56C.
61
APPENDIX A.1
Table A.1: Dimensions of firtree assembly (General Electric Co. Patent No.
US20050175462 A1, 2005) for Figure 2.4 and Figure 2.5.
parameter inch mm parameter inch mm

L1 1.63 41.402 R1 0.3762 9.55548
L2 0.7846 19.92884 R2 0.0897 2.27838
L3 0.1568 3.98272 R3 0.1037 2.63398
L4 0.3194 8.11276 R4 0.0741 1.88214
L5 1.9836 50.38344 R5 0.0959 2.43586
L6 1.2588 31.97352 R6 0.3342 8.48868
L7 0.8429 21.40966 R6' 0.0983 2.49682
L8 0.4177 10.60958 R7 0.5616 14.26464
L9 0.0327 0.83058 R7' 0.3822 9.70788
L10 0.4654 11.82116 R7'' 0.1248 3.16992
L11 0.3792 9.63168 R8 0.0897 2.27838
L12 0.7855 19.9517 R9 0.1037 2.63398
L13 1.2092 30.71368 R10 0.0741 1.88214
L14 1.4 35.56 R11 0.0959 2.43586
L15 0.7893 20.04822 R12 0.3282 8.33628
L16 0.1615 4.1021 R13 0.5556 14.11224
L17 0.3241 8.23214
L18 1.9836 50.38344 degree
L19 1.2592 31.98368 A 50
L20 0.8433 21.41982 B 56.087
L21 0.4181 10.61974 C' 90
L22 0.0327 0.83058 D 21
L23 0.4701 11.94054 E 20.782
L24 0.3852 9.78408 F 56.964
L25 0.7859 19.96186
L26 1.2096 30.72384
L27 1.385 35.179
L28 1.0543 26.77922
L29 0.6268 15.92072
L30 0.6315 16.0401
L31 0.5556 14.11224
L32 0.5616 14.26464
62
APPENDIX A.2
Table A.2: Coordinates of X, Y and Z for airfoil (Rolls-Royce Power Engineering

Plc. Patent No. US20070183897 A1, 2006).
X Y Z X Y Z X Y Z
-0.59154 0.100147 11.625 -0.554 0.02725 12.175 -0.52 -0.01508 12.725
-0.53848 -0.004062 11.625 -0.501 -0.0664 12.175 -0.47 -0.10838 12.725
-0.46138 -0.092964 11.625 -0.422 -0.1408 12.175 -0.39 -0.18047 12.725
-0.37023 -0.167345 11.625 -0.329 -0.198 12.175 -0.3 -0.23242 12.725
-0.26632 -0.222379 11.625 -0.227 -0.2346 12.175 -0.19 -0.26032 12.725
-0.15232 -0.250796 11.625 -0.118 -0.2458 12.175 -0.09 -0.25995 12.725
-0.03503 -0.246284 11.625 -0.011 -0.2294 12.175 0.016 -0.23133 12.725
0.076146 -0.208447 11.625 0.0898 -0.1877 12.175 0.11 -0.17932 12.725
0.174389 -0.143846 11.625 0.1798 -0.1264 12.175 0.193 -0.11036 12.725
0.257844 -0.060916 11.625 0.2589 -0.0513 12.175 0.265 -0.03054 12.725
0.328108 0.033568 11.625 0.3282 0.03287 12.175 0.328 0.056381 12.725
0.388533 0.134672 11.625 0.3901 0.12263 12.175 0.385 0.147725 12.725
0.441764 0.239762 11.625 0.4465 0.21601 12.175 0.437 0.242 12.725
0.49092 0.346832 11.625 0.4988 0.31173 12.175 0.485 0.338304 12.725
0.537062 0.455234 11.625 0.5479 0.40919 12.175 0.53 0.436098 12.725
0.569979 0.537919 11.625 0.5817 0.48436 12.175 0.561 0.511364 12.725
0.570611 0.540306 11.625 0.5824 0.48673 12.175 0.562 0.513754 12.725
0.570754 0.542711 11.625 0.5826 0.48912 12.175 0.562 0.516157 12.725
0.5704 0.545087 11.625 0.5822 0.49149 12.175 0.561 0.518528 12.725
0.569569 0.547364 11.625 0.5815 0.49377 12.175 0.56 0.520795 12.725
0.568299 0.54946 11.625 0.5802 0.49588 12.175 0.559 0.522871 12.725
0.566645 0.551289 11.625 0.5786 0.49773 12.175 0.557 0.524671 12.725
0.564676 0.552775 11.625 0.5767 0.49925 12.175 0.555 0.526113 12.725
0.56247 0.553852 11.625 0.5745 0.50037 12.175 0.553 0.527135 12.725
0.56011 0.554476 11.625 0.5722 0.50104 12.175 0.551 0.527692 12.725
0.557686 0.554621 11.625 0.5698 0.50124 12.175 0.548 0.52776 12.725
0.555283 0.554285 11.625 0.5674 0.50096 12.175 0.546 0.527341 12.725
0.552989 0.553485 11.625 0.5651 0.50021 12.175 0.544 0.526455 12.725
0.550886 0.552252 11.625 0.563 0.49903 12.175 0.542 0.525137 12.725
0.54905 0.550629 11.625 0.5611 0.49746 12.175 0.54 0.523434 12.725
0.521732 0.510817 11.625 0.5344 0.46044 12.175 0.515 0.485903 12.725
0.471103 0.431452 11.625 0.4832 0.38794 12.175 0.468 0.412527 12.725
0.417884 0.353818 11.625 0.4293 0.31731 12.175 0.418 0.340372 12.725
0.359118 0.280306 11.625 0.3699 0.25133 12.175 0.364 0.271319 12.725
0.295255 0.211163 11.625 0.3054 0.19037 12.175 0.306 0.206268 12.725
0.226197 0.147236 11.625 0.2364 0.1345 12.175 0.243 0.14561 12.725
0.151407 0.090127 11.625 0.1631 0.08433 12.175 0.175 0.089883 12.725
0.07055 0.042049 11.625 0.0856 0.04101 12.175 0.103 0.040324 12.725
-0.01599 0.005172 11.625 0.0041 0.00582 12.175 0.027 -0.00156 12.725
-0.10699 -0.01852 11.625 -0.081 -0.0198 12.175 -0.05 -0.03406 12.725
-0.20066 -0.026644 11.625 -0.168 -0.0344 12.175 -0.14 -0.05558 12.725
-0.29416 -0.017201 11.625 -0.257 -0.0364 12.175 -0.23 -0.0649 12.725
-0.38396 0.010585 11.625 -0.345 -0.0245 12.175 -0.31 -0.05976 12.725
-0.4681 0.052634 11.625 -0.43 0.00034 12.175 -0.4 -0.03965 12.725
-0.54661 0.104512 11.625 -0.511 0.03791 12.175 -0.48 -0.00429 12.725
-0.56816 0.118052 11.625 -0.533 0.04562 12.175 -0.5 0.001529 12.725
-0.57057 0.118917 11.625 -0.535 0.04585 12.175 -0.5 0.00155 12.725
-0.57307 0.119392 11.625 -0.538 0.04578 12.175 -0.5 0.001343 12.725
-0.57561 0.119462 11.625 -0.54 0.04541 12.175 -0.51 0.000902 12.725
-0.57815 0.119132 11.625 -0.542 0.04475 12.175 -0.51 0.000238 12.725
-0.58062 0.118421 11.625 -0.544 0.04383 12.175 -0.51 -0.00063 12.725
-0.58295 0.117353 11.625 -0.546 0.04266 12.175 -0.51 -0.00169 12.725
-0.58511 0.115957 11.625 -0.548 0.04128 12.175 -0.51 -0.00291 12.725
-0.58702 0.114265 11.625 -0.55 0.03969 12.175 -0.52 -0.00429 12.725
-0.58866 0.112309 11.625 -0.551 0.03793 12.175 -0.52 -0.00581 12.725
-0.58997 0.110124 11.625 -0.552 0.036 12.175 -0.52 -0.00746 12.725
-0.59092 0.107754 11.625 -0.553 0.03393 12.175 -0.52 -0.00924 12.725
-0.59151 0.10525 11.625 -0.554 0.03175 12.175 -0.52 -0.01113 12.725
-0.59172 0.102682 11.625 -0.554 0.0295 12.175 -0.52 -0.0131 12.725
-0.59154 0.100147 11.625 -0.554 0.02725 12.175 -0.52 -0.01508 12.725
63
Table A.2 (continue): Coordinates of X, Y and Z for airfoil (Rolls-Royce Power
Engineering Plc. Patent No. US20070183897 A1, 2006).
X Y Z X Y Z X Y Z
-0.50978 -0.1 13.275 -0.48 -0.13106 13.825 -0.44571 -0.2 14.375
-0.45363 -0.2 13.275 -0.42 -0.21563 13.825 -0.38193 -0.3 14.375
-0.36909 -0.2 13.275 -0.34 -0.2747 13.825 -0.29416 -0.3 14.375
-0.27109 -0.3 13.275 -0.24 -0.30861 13.825 -0.19686 -0.3 14.375
-0.16458 -0.3 13.275 -0.13 -0.31366 13.825 -0.09839 -0.3 14.375
-0.05733 -0.3 13.275 -0.03 -0.28827 13.825 -0.00653 -0.3 14.375
0.042099 -0.2 13.275 0.059 -0.23692 13.825 0.074294 -0.2 14.375
0.128842 -0.2 13.275 0.138 -0.16745 13.825 0.144116 -0.1 14.375
0.202809 -0.1 13.275 0.205 -0.08678 13.825 0.204811 -0.1 14.375
0.266327 -0 13.275 0.263 0.000795 13.825 0.258139 0.01 14.375
0.32189 0.08 13.275 0.314 0.092635 13.825 0.305704 0.1 14.375
0.371579 0.18 13.275 0.36 0.187219 13.825 0.348839 0.19 14.375
0.416993 0.28 13.275 0.402 0.283607 13.825 0.388527 0.28 14.375
0.459419 0.38 13.275 0.441 0.381129 13.825 0.4256 0.37 14.375
0.499497 0.48 13.275 0.478 0.479414 13.825 0.460808 0.47 14.375
0.527408 0.56 13.275 0.504 0.554463 13.825 0.485435 0.54 14.375
0.527913 0.56 13.275 0.505 0.556936 13.825 0.485867 0.54 14.375
0.527919 0.56 13.275 0.504 0.559387 13.825 0.485793 0.54 14.375
0.527421 0.56 13.275 0.504 0.561769 13.825 0.485213 0.55 14.375
0.526443 0.56 13.275 0.503 0.564011 13.825 0.484151 0.55 14.375
0.525029 0.57 13.275 0.501 0.566032 13.825 0.482656 0.55 14.375
0.523242 0.57 13.275 0.5 0.567748 13.825 0.480794 0.55 14.375
0.521157 0.57 13.275 0.497 0.569084 13.825 0.478641 0.55 14.375
0.518858 0.57 13.275 0.495 0.569982 13.825 0.476286 0.55 14.375
0.516433 0.57 13.275 0.493 0.570404 13.825 0.47382 0.55 14.375
0.513976 0.57 13.275 0.49 0.570331 13.825 0.471336 0.55 14.375
0.511575 0.57 13.275 0.488 0.56977 13.825 0.468929 0.55 14.375
0.50932 0.57 13.275 0.486 0.568746 13.825 0.466685 0.55 14.375
0.507294 0.57 13.275 0.484 0.5673 13.825 0.464688 0.55 14.375
0.505573 0.57 13.275 0.482 0.56548 13.825 0.463012 0.55 14.375
0.481539 0.53 13.275 0.459 0.526822 13.825 0.441234 0.51 14.375
0.436816 0.45 13.275 0.416 0.450341 13.825 0.401061 0.44 14.375
0.391089 0.37 13.275 0.373 0.374065 13.825 0.360862 0.36 14.375
0.342845 0.3 13.275 0.328 0.298916 13.825 0.318691 0.29 14.375
0.291099 0.23 13.275 0.28 0.225418 13.825 0.274003 0.22 14.375
0.23553 0.16 13.275 0.229 0.153919 13.825 0.226672 0.14 14.375
0.175496 0.09 13.275 0.175 0.085388 13.825 0.175964 0.08 14.375
0.109977 0.03 13.275 0.115 0.021567 13.825 0.120747 0.01 14.375
0.038497 -0 13.275 0.049 -0.03614 13.825 0.060602 -0 14.375
-0.03891 -0.1 13.275 -0.02 -0.08639 13.825 -0.00481 -0.1 14.375
-0.12178 -0.1 13.275 -0.1 -0.12642 13.825 -0.07673 -0.1 14.375
-0.20886 -0.1 13.275 -0.18 -0.15151 13.825 -0.15567 -0.2 14.375
-0.29771 -0.1 13.275 -0.27 -0.15612 13.825 -0.23968 -0.2 14.375
-0.38457 -0.1 13.275 -0.36 -0.14162 13.825 -0.32425 -0.2 14.375
-0.46705 -0.1 13.275 -0.44 -0.11478 13.825 -0.40731 -0.2 14.375
-0.49016 -0.1 13.275 -0.46 -0.11014 13.825 -0.43007 -0.2 14.375
-0.49233 -0.1 13.275 -0.47 -0.11025 13.825 -0.4322 -0.2 14.375
-0.49447 -0.1 13.275 -0.47 -0.11064 13.825 -0.43425 -0.2 14.375
-0.49656 -0.1 13.275 -0.47 -0.11132 13.825 -0.4362 -0.2 14.375
-0.49858 -0.1 13.275 -0.47 -0.11226 13.825 -0.43802 -0.2 14.375
-0.50051 -0.1 13.275 -0.48 -0.11344 13.825 -0.43971 -0.2 14.375
-0.50231 -0.1 13.275 -0.48 -0.11484 13.825 -0.44124 -0.2 14.375
-0.50396 -0.1 13.275 -0.48 -0.11644 13.825 -0.44259 -0.2 14.375
-0.50545 -0.1 13.275 -0.48 -0.1182 13.825 -0.44374 -0.2 14.375
-0.50674 -0.1 13.275 -0.48 -0.12011 13.825 -0.44467 -0.2 14.375
-0.50782 -0.1 13.275 -0.48 -0.12215 13.825 -0.44538 -0.2 14.375
-0.50868 -0.1 13.275 -0.48 -0.1243 13.825 -0.44584 -0.2 14.375
-0.50929 -0.1 13.275 -0.48 -0.12654 13.825 -0.44604 -0.2 14.375
-0.50966 -0.1 13.275 -0.48 -0.12881 13.825 -0.446 -0.2 14.375
-0.50978 -0.1 13.275 -0.48 -0.13106 13.825 -0.44571 -0.2 14.375
64
Table A.2 (continue): Coordinates of X, Y and Z for airfoil (Rolls-Royce Power
Engineering Plc. Patent No. US20070183897 A1, 2006).
X Y Z
-0.40416 -0.24539 14.925
-0.33208 -0.30237 14.925
-0.24258 -0.32985 14.925
-0.14903 -0.33058 14.925
-0.05919 -0.30427 14.925
0.02117 -0.25601 14.925
0.090862 -0.19318 14.925
0.151329 -0.12137 14.925
0.204403 -0.0439 14.925
0.251942 0.037101 14.925
0.295173 0.120485 14.925
0.335342 0.20539 14.925
0.373066 0.291412 14.925
0.408659 0.378337 14.925
0.442381 0.466006 14.925
0.465595 0.533199 14.925
0.465984 0.535713 14.925
0.46586 0.538189 14.925
0.465224 0.54058 14.925
0.464105 0.542812 14.925
0.462553 0.544802 14.925
0.460635 0.546465 14.925
0.458434 0.547728 14.925
0.456039 0.548534 14.925
0.453545 0.548847 14.925
0.451049 0.548654 14.925
0.448645 0.547966 14.925
0.446424 0.546815 14.925
0.444468 0.545245 14.925
0.442849 0.543311 14.925
0.422962 0.505265 14.925
0.386861 0.430162 14.925
0.350923 0.354994 14.925
0.312951 0.280818 14.925
0.271845 0.208357 14.925
0.227376 0.137894 14.925
0.179777 0.069508 14.925
0.129238 0.003266 14.925
0.075302 -0.0602 14.925
0.015817 -0.11852 14.925
-0.05157 -0.16734 14.925
-0.12672 -0.20298 14.925
-0.20748 -0.2231 14.925
-0.29054 -0.22688 14.925
-0.37327 -0.21755 14.925
-0.39478 -0.22255 14.925
-0.39643 -0.22352 14.925
-0.39796 -0.22466 14.925
-0.39936 -0.22595 14.925
-0.40062 -0.22738 14.925
-0.40173 -0.22893 14.925
-0.4027 -0.23058 14.925
-0.40351 -0.23232 14.925
-0.40415 -0.23411 14.925
-0.40463 -0.23595 14.925
-0.40492 -0.23784 14.925
-0.40502 -0.23974 14.925
-0.40492 -0.24165 14.925
-0.40463 -0.24355 14.925
-0.40416 -0.24539 14.925
65
APPENDIX B.1: Full-range stress-strain relations for stainless steel (Rasmussen,
2001).
𝜎 𝜎 𝑛 (B.1)
𝜀= + 0.002 ( ) 𝑓𝑜𝑟 𝜎 ≤ 𝜎0.2
𝐸0 𝜎0.2
𝜎 − 𝜎0.2 𝜎 − 𝜎0.2 𝑚 (B.2)

𝜀= + 𝜀𝑢 ( ) 𝑓𝑜𝑟 𝜎 ≥ 𝜎0.2
𝐸0.2 𝜎𝑢 − 𝜎0.2
𝑙𝑛(20) (B.3)
𝑛= 𝜎
ln(𝜎 0.2 )
0.01
𝜎0.2 (B.4)
𝑚 = 1 + 3.5
𝜎𝑢
𝐸0 (B.5)
𝐸0.2 = 𝑛
1 + 0.002 𝑒
𝜎0.2 (B.6)
𝑒=
𝐸0
𝜎0.2 (B.7)
𝜀𝑢 = 1 −
𝜎𝑢
66
APPENDIX B.2: Mechanical Properties for Inconel 718 at 22C.
Yield Stress: 1182.234 MPa Ultimate Tensile Stress: 1401.5 MPa

Young’s Modulus: 199790.5 MPa Poisson’s Ratio: 0.294
Table B.1: Stress and Strain for Inconel 718 at 22C (Total Materia, 2016).
Eng. Eng. Strain Eng. True Plastic

True Strain True Stress
Stress (test results) Strain Strain
0 0 0 0 0 0
95 0.0005 0.000475 0.000475386 95.04517 0
265 0.0012 0.001326 0.001325514 265.3515 0
474 0.0023 0.002373 0.002369752 475.1246 0
659 0.0034 0.003301 0.003295973 661.1756 0
834 0.0044 0.004217 0.004207783 837.5167 0
1005 0.0057 0.005379 0.005364136 1010.405 0.000307
1090 0.0063 0.006328 0.006308023 1096.897 0.000818
1162 0.0075 0.007614 0.007585142 1170.847 0.001725
1209 0.0092 0.008798 0.008760002 1219.637 0.002655
1243 0.0112 0.010356 0.010303007 1255.873 0.004017
1271 0.0138 0.013321 0.013232971 1287.931 0.006787
1295 0.0176 0.018292 0.0181268 1318.688 0.011526
1310 0.0213 0.02313 0.022866753 1340.301 0.016158
1320 0.0255 0.027316 0.026949264 1356.057 0.020162
1330 0.0304 0.032411 0.031896478 1373.106 0.025024
1335 0.0352 0.03534 0.034729738 1382.179 0.027812
1340 0.0388 0.038546 0.037822096 1391.652 0.030857
1345 0.0408 0.042048 0.041188263 1401.555 0.034173
Figure 5.1: Stress-Strain curves for Inconel 718 at 22C.
67
APPENDIX B.3: Mechanical Properties for Inconel 718 at 315.56C.

Table B.2: Stress and Strain for Inconel 718 at 315.56C (Total Materia, 2016).

0 0 0 0 0 0
90 0.0005 0.000488 0.000488255 90.04395 0
261 0.0014 0.001416 0.001415283 261.3697 0
455 0.0024 0.002469 0.002466026 456.1234 0
645 0.0035 0.003504 0.003498178 647.2603 0
834 0.0046 0.004617 0.004606781 837.8509 0
962 0.0057 0.005724 0.005707419 967.5062 0.000457
1024 0.0066 0.006617 0.006595017 1030.776 0.001002
1072 0.0076 0.007647 0.007618357 1080.198 0.001757
1114 0.0092 0.008874 0.008834537 1123.885 0.002736
1143 0.0112 0.010563 0.010507497 1155.073 0.00424
1167 0.0136 0.013876 0.013780784 1183.193 0.00736
1181 0.0165 0.017301 0.017153292 1201.433 0.010634
1196 0.0208 0.022779 0.022523217 1223.243 0.015885
1201 0.0251 0.025122 0.024811393 1231.171 0.018131
1211 0.0294 0.030733 0.030270143 1248.218 0.023497
1216 0.0336 0.034055 0.033487998 1257.411 0.026665
1221 0.0376 0.037759 0.03706388 1267.104 0.030188
1226 0.041 0.041876 0.041022572 1277.34 0.034091
Figure B.2: Stress-Strain curves for Inconel 718 at 315.56C.
68
APPENDIX B.4: Mechanical Properties for Inconel 718 at 482.222C.

Table B.3: Stress and Strain for Inconel 718 at 482.222C (Total Materia, 2016).

0 0 0 0 0 0
85 0.0005 0.000485 0.000484428 85.04119 0
280 0.0015 0.001596 0.001594879 280.4469 0
479 0.0028 0.002731 0.002727139 480.3081 0
664 0.0038 0.003799 0.003791309 666.5222 0
801 0.0047 0.004684 0.004672582 804.7515 0
906 0.0057 0.005654 0.005638154 911.1226 0.000444
981 0.0067 0.006823 0.006799341 987.6929 0.001169
1034 0.0081 0.008145 0.008111526 1042.421 0.002169
1067 0.0096 0.009333 0.009289999 1076.959 0.003151
1096 0.0118 0.011897 0.011827258 1109.04 0.005505
1115 0.0142 0.015561 0.015441173 1132.351 0.008986
1134 0.018 0.02198 0.021742025 1158.925 0.015136
1144 0.0216 0.026895 0.02653975 1174.768 0.019843
1149 0.0251 0.02984 0.029403396 1183.286 0.022658
1154 0.0298 0.033148 0.032610792 1192.253 0.025814
1159 0.0335 0.036851 0.036188068 1201.71 0.029338
1164 0.0373 0.040979 0.040161797 1211.7 0.033254
1165 0.041 0.041859 0.041006479 1213.766 0.034087
69
Appendix B.5: Mechanical Properties for Inconel 718 at 648.89C.

Table 5.4: Stress and Strain for Inconel 718 at 648.89C (Total Materia, 2016).

0 0 0 0 0 0
52 0.0005 0.000312 0.000312153 52.01623 0
232 0.0015 0.001393 0.001391931 232.3232 0
469 0.0029 0.002817 0.002812793 470.3211 0
650 0.0041 0.003933 0.003924789 652.5561 0
740 0.0047 0.004562 0.004551477 743.3758 0
844 0.0057 0.005549 0.005533377 848.6831 0.000438
920 0.0066 0.006727 0.0067049 926.1892 0.001144
977 0.0078 0.008131 0.008097999 984.9439 0.002185
1020 0.0093 0.009635 0.009589191 1029.828 0.003406
1053 0.0113 0.012188 0.012114632 1065.834 0.005715
1077 0.0139 0.015943 0.015817057 1094.17 0.009248
1096 0.0171 0.020783 0.020570078 1118.778 0.013853
1106 0.0205 0.024214 0.02392578 1132.781 0.017125
1116 0.0249 0.028381 0.027985927 1147.673 0.021095
1121 0.0286 0.030773 0.030309309 1155.497 0.023372
1131 0.0326 0.036244 0.035602732 1171.992 0.028566
1136 0.0367 0.039352 0.038597252 1180.704 0.031508
1141 0.041 0.042728 0.041840146 1189.752 0.034697
70
CURRICULUM VITAE
Name Surname: Nemat CHAPARI ILKHECHI
Place and Date of Birth: Tabriz, Iran – 11/08/1990
E-Mail: nemchapar@gmail.com
EDUCATION:
 B.Sc.: 2012, University of Tabriz, Faculty of Mechanical Engineering,

Manufacturing and Production Engineering
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ISTANBUL TECHNICAL UNIVERSITY  GRADUATE SCHOOL OF SCIENCE

ENGINEERING AND TECHNOLOGY

FATIGUE FAILURE ANALYSIS OF A TURBINE BLADE

Nemat CHAPARI ILKHECHI

Department of Aeronautics and Astronautics Engineering

Aeronautics and Astronautics Engineering Programme

FATIGUE FAILURE ANALYSIS OF A TURBINE BLADE

Nemat CHAPARI ILKHECHI

Department of Aeronautics and Astronautics Engineering

Aeronautics and Astronautics Engineering Programme

Thesis Advisor: Prof. Dr. Halit Süleyman TÜRKMEN

TÜRBİN KANATLARI YORULMA ARIZA ANALİZİ

YÜKSEK LİSANS TEZİ

Nemat CHAPARI ILKHECHI

Uçak ve Uzay Mühendisiği Anabilim Dalı

Uçak ve Uzay Mühendisiği Programı

Tez Danışmanı: Prof. Dr. Halit Süleyman TÜRKMEN

Thesis Advisor : Prof. Dr. Halit Süleyman TÜRKMEN ..............................

Jury Members : Asoc. Prof. Dr. Onur TUNÇER ..............................

Prof. Dr. Hasan KURTARAN ..............................

Date of Submission : 25 November 2016

January 2017 Nemat CHAPARI ILKHECHI

FOREWORD ............................................................................................................ vii

ALM : Additive Layer Manufacturing

0.2 : 0.2% proof stress

Table 2.1 : Chemical composition of Inconel 718 in percentage (Specialmetals

Havacılıkta en önemli kısım olan türbinler, yüksek güvencede olmalarını ve arızalarını

1.1 Literature Review

1.2.1 Gas turbine engine

1.2.3 Failure in gas turbine engine

1.2.4 Importance of turbine blade failures

Some of predominant failure types are mentioned below;

1. High cycle fatigue (HCF)

2. Low cycle fatigue (LCF)

3. Thermo-mechanical fatigue (TMF)

4. Environmental attack on hot section

6. Erosion and wear

7. Foreign object damage (FOD)

9. Combined failure mechanisms such as creep/fatigue, corrosion/fatigue,

1.2.6 Fatigue failures

Figure 1.3: Statics on jet engine failure modes (Cowles, 1996).

1.2.6.1 High cycle fatigue (HCF)

Figure 1.4: Disturbation of HCF failures by component (Cowles, 1996).

- Aerodynamic excitation that resulted because of engine flow path pressure

- Mechanical vibration that affects external components; plumbing, and static

- Airfoil flutter that affects blades and caused by aeromechanical instability;

Typically, aerodynamic excitations or self-excited vibration and flutter cause HCF.

1.2.6.2 Low cycle fatigue (LCF)

1.2.6.3 Thermo-mechanical fatigue (TMF)

1.2.6.4 Loss of cooling failures

1.2.7 Turbine blading problems practical considerations

To determine the stages of safety in turbines, several hostile environment factors as

1.3 Scope of Thesis

2.1 First Stage Turbine Bucket 3D Model

Figure 2.1: 3D Model of first stage bladed turbine disk.

Among many airfoil designs available, an airfoil invented by Rolls-Royce Power

Figure 2.6: 3D Model for turbine bucket.

2.2.1 Inconel 718

Chemical composition of Inconel 718 is described in Table 2.1. Iron is an important

Criteria Min. Max.

Table 2.2: Physical properties of Inconel 718 (Total Materia, 2016).

Property T(°C) Value Unit

Modulus of elasticity 21 199.95 GPa

760 160.65 GPa