Engineering Failure Analysis 9 (2002) 201–211

An investigation of fatigue failures of turbine blades in a gas

turbine engine by mechanical analysis
Jianfu Hou *, Bryon J. Wicks, Ross A. Antoniou
Airframes and Engines Division, DSTO Aeronautical and Maritime Research Laboratory, 506 Lorimer Street,
Fishermens Bend 3207, Melbourne, Victoria 3001, Australia

Received 28 November 2000; accepted 25 December 2000

Abstract
Blade failures in gas turbine engines often lead to loss of all downstream stages and can have a dramatic effect on the
availability of the turbine engines. Thorough failure investigation is essential for the effective management of engine
airworthiness. In this paper blade fatigue failures are investigated by mechanical analyses and by examination of failed
blades. A series of mechanical analyses were performed to identify the possible causes of the failures by examining
anomalies in the mechanical behaviour of the turbine blade. A non-linear finite element method was utilised to deter-
mine the steady-state stresses and dynamic characteristics of the turbine blade. The steady-state stresses and dynamic
characteristics of the blade were evaluated and synthesised in order to identify the cause of blade failures. # 2002
Elsevier Science Ltd. All rights reserved.
Keywords: Turbine blade failures; Finite element analysis; Blade vibration; Stress analysis; Fatigue failure

1. Introduction

Blade failures in gas turbine engines may have a severe impact on the availability of engines and on the
management of engine airworthiness. Blade failures can be caused by a number of mechanisms under the
turbine operating conditions of high rotational speed at elevated temperature. In general, blade failures can
be grouped into two categories: (a) fatigue, including both high (HCF) and low cycle fatigue (LCF) [1–5]
and (b) creep rupture [6–7]. Blade fatigue failures are often related to anomalies in mechanical behaviour
and manufacturing defects. To identify the causes of the blade fatigue failures, a complete investigation has
to be carried out, integrating both the mechanical analyses and metallurgical examination.
Metallurgical examination can be very effective in determining whether the failure is related to material
defects, machining marks, poor surface finish, initial flaws or heat treatment. However, the examination
does not take account of possible variations, from the design, in the mechanical behaviour and character-
istics of the blade, and these variations may be directly linked to the mechanism of failure.

* Corresponding author. Tel.: +61-3-9626-7105; fax: +61-3-9626-7083.

E-mail address: jianfu.hou@dsto.defence.gov.au (J. Hou).

1350-6307/02/$ - see front matter # 2002 Elsevier Science Ltd. All rights reserved.
PII: S1350-6307(01)00005-X
202 J. Hou et al. / Engineering Failure Analysis 9 (2002) 201–211

Fractography may be used successfully to determine whether failure is due to fatigue or stress rupture
but it can be quite inadequate in identifying the causes of fatigue due to variations in mechanical
behaviour. Therefore, a complete failure investigation should include a mechanical analysis in order to
define the sensitivity of the blade behaviour to gas turbine engine performance variables.
This paper focuses on mechanical analyses of blade fatigue failures which were found in a military
engine. A series of analyses were performed and the results evaluated to identify the possible causes of
fatigue. A non-linear finite element method was utilised to determine the steady-state stresses and the
dynamic characteristics of the turbine blade under both laboratory and service conditions. The steady-state
stresses and dynamic characteristics of the blade were then analysed and evaluated to identify the causes of
fatigue.

2. Examinations of failed blades

The blade geometry and the blade failure location are shown in Fig. 1. Examination of the blades from a
failed engine indicated that the ‘‘primary’’ failure, Fig. 2(a), was due to the separation of a blade at the top
firtree. This blade subsequently caused the fracture, by impact, of all the other blade aerofoils of the first
and subsequent stages. This ‘‘primary’’ fracture occurred after the formation of a fatigue crack approxi-
mately 6–7 mm long. Furthermore, a significant proportion (about 25%) of the balance of the blades from
the first stage had small fatigue cracks (less than 0.2 mm) in the top fir-tree root. Fig. 2(b) and (c) show a
typical crack in a used blade and fatigue progression marks respectively. The failure mechanism has been
assessed to be low cycle fatigue cracks initiated early in service with their growth proceeding by inter-
mittent high cycle fatigue at high mean stresses.
From an examination of the retired blades it was also found that blade tip contact with the turbine
casing rub strap had occurred in all retired blades, irrespective of the hours of service. This was revealed by
the removal, by spallation and wear, of the nickel-aluminide coating at the leading edge and at the sides of
the fins.

3. Finite element (FE) modelling

3.1. FE modelling

A 3-D finite element model of a blade and a sector of the disc were created, consisting of 80,000 solid
elements, as shown in Fig. 3. Ten-noded tetrahedral elements were used to mesh both the blade and disc
due to the complexity of the geometry. Most of the significant geometric features were modelled and a
relatively finer mesh was used for the region of failure, as shown in Fig. 3(b). The global mesh density was
chosen to minimise discretisation errors in the failure region.
The tie-bolts and the spacer between the first stage and second stage discs were not physically modelled
and were represented instead by equivalent loads and boundary conditions. Cyclic symmetry was main-
tained for the disc by imposing an appropriate displacement constraint. Interactions between the blade
firtrees and disc firtrees were represented using general surface-to-surface contact [8]. Centrifugal forces
generated during service by rotation of the disc were simulated by applying an angular velocity to all ele-
ments in the model. A gas pressure was also applied over the aerofoil. A bolt pre-tension load was applied
over the equivalent areas of elements. The temperatures of the blade and disc were non-uniform, inducing
thermal stresses by differential thermal expansion. The temperature distribution in the radial direction was
derived from instrumented tests and applied to both the blade and the disc [9]. The temperature depen-
dency of relevant mechanical properties was also included in the analysis.
 J. Hou et al. / Engineering Failure Analysis 9 (2002) 201–211 203

Fig. 1. Blade geometry and failure locations.

3.2. FE model correlations

In order to evaluate the degree of accuracy with which the FE model represents the behaviour of the
blade, the model predictions were compared with the results from instrumented tests. The major criteria
used in these correlations were:
(a) The reliability of the model had to be assured and the difference between model prediction and test
results must be acceptable for a specified condition; and
(b) The robustness of the model had to be evaluated, ie. the capability of the model to represent the
behaviour of the blade for different operating conditions had to be evaluated.
To satisfy both the reliability and robustness requirements, the FE model was correlated with a statisti-
cally significant number of tests at room temperature by using both free-free and statically clamped impact
modal tests [10,11]. In the FE analyses boundary conditions were applied to the blade and all loads were
excluded. Table 1 summarises the results of experimental blade vibration measurements compared with the
FE model predictions.
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Fig. 2. (a) Fractograph of primary failure (magnification: 3); (b) typical crack at the top fir-tree root prior to opening (magnifica-
tion: 10); (c) fatigue progression marks of crack in (b) (magnification: 10).
 J. Hou et al. / Engineering Failure Analysis 9 (2002) 201–211 205

Fig. 3. (a) 3-Dimensional finite element model; (b) details of the finite element mesh.
206 J. Hou et al. / Engineering Failure Analysis 9 (2002) 201–211

Table 1
Validation results for the FE model

Blade constraints Mode no. Tests (mean, Hz) Model predication (Hz) Mode type Difference (%)

Free–free 1 2043 2101 Bending 2.8

2 5433 4954 Torsional 8.8
Clamped 1 5500 5389 Bending 2
2 Not available 6902 Torsional Not available

The results in Table 1 indicate a close correlation between the test results and model prediction. The
reliability of the model was demonstrated by the small difference in the results while the robustness was con-
firmed by the consistency of the FE prediction with the test results of the two representative constraint
conditions of the blades.

4. Results and discussion of blade behaviour

4.1. Steady-state stress analysis

Non-linear elastic FE analyses were performed for the blade and disc assembly model. These analyses
simulated the steady state behaviour of the blade under service conditions where the centrifugal load, gas
pressure load, thermal expansion and contact interactions between the blade and the first stage disc firtrees
are present. The stress plot for a blade with average dimensions and tolerances is shown in Fig. 4(a).
For the nominal configuration (average dimensions and tolerances) the peak stress of the blade occurs at
the trailing corner of the top firtree and not at the leading edge where failure occurred. Numerous sensi-
tivity studies were performed to examine the effects of design tolerances and boundary conditions imposed
on the blade. In the worst case the stress level at the leading edge corner of the top firtree was found to be
comparable with the stress level at the trailing corner, as shown in Fig. 4(b). It is therefore thought unlikely
that blade failure was directly related to normal centrifugal and gas loading.

4.2. Pre-stressed modal analysis

To examine the dynamic behaviour of the blade under service conditions, a pre-stressed modal analysis
was performed for the blade and disc assembly. Initially a non-linear FE analysis was conducted, identical
to that for steady-state stress analysis. The stress and displacement results were subsequently used as the
initial conditions for a consecutive modal analysis [12]. Table 2 gives the vibration modes from the pre-
stressed modal analysis compared with the vibration modes from the static clamped condition as outlined
in Section 3.2. The stress distributions corresponding to the first and second vibration modal shapes are
shown in Fig. 5.
As indicated in Table 2, the natural frequencies under service conditions are expected to increase by 10%
compared to the frequencies from the static clamped condition at room temperature. This is attributed to:
(i) stress stiffening and thermal effects which were absent for the clamped condition in the laboratory tests,
and (ii) an interaction between the blade and disc firtrees in service which differs from the clamped con-
dition, in which upper and lower surfaces of each firtree element are in contact. During service only one
side of the firtree is in contact. Nevertheless the FE predictions in the clamped condition are still useful for
model validation.
The maximum stress corresponding to the first vibration mode [refer to Fig. 5(a)] again occurs at the
trailing firtree root, and not at the leading edge where failure occurred. It is therefore concluded that the
 J. Hou et al. / Engineering Failure Analysis 9 (2002) 201–211 207

Fig. 4. (a) Resultant stress distribution of a blade with average dimensions and tolerances; (b) stress distribution of a blade with
smallest allowable radius at the top fir-tree root. All other dimensions and tolerances average.

first bending vibration mode was not a significant contributor to failure. The second vibration mode is a
possible cause of fatigue because the peak stress in this mode occurs at the corner of the leading edge of the
top firtree [Fig. 5(b)]. There are two possible vibration excitation sources for the blade, (i) gas dynamic
fluctuations and (ii) the impact between the blade tips and the turbine casing rub strap. There are no sig-
nificant gas dynamic fluctuations found in the turbine with the frequency that is close to the vibration
modes and, therefore, gas dynamic fluctuations are unlikely to be the excitation source. The contact
between the blade tips and the casing rub strap was evident from the tip wear as described in Section 2 and
would occur in the form of an impulse load. This loading was analysed to determine whether it could
contribute to blade failure. The significance of this mechanism was reinforced by the finding that some
blades were cracked after a relatively short service interval. It was found that the cracked blades generally
had a larger dimensional variability with longer length. Although it is not possible to directly confirm the
effect of blade length on firtree cracking, it is tentatively proposed that the longer length of some blades
may be the cause of the increased contact between blade tips and the casing rub straps. Some variability in
length exists in new blades, and is exacerbated by in-service creep.
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Fig. 5. Stress distribution for the blade for different vibration modes: (a) first mode — bending; (b) second mode — torsion.
 J. Hou et al. / Engineering Failure Analysis 9 (2002) 201–211 209

Table 2
Results from the pre-stressed modal analysis compared with results from the clamped condition

Blade constraints Mode no. Pre-stressed (Hz) Clamped condition (Hz) Mode type Variation (%)

Frequency 1 2312 2101 Bending 10

2 5441 4954 Torsional 10

Fig. 6. Resultant stress distribution for the blade due to a tip friction force (superimposed onto centrifugal load): (a) overall stress
distribution; (b) details at the leading edge acute corner.
210 J. Hou et al. / Engineering Failure Analysis 9 (2002) 201–211

4.3. Analysis of the tip friction effect

Tip wear was observed in the examination of the all retired blades, irrespective of service time [13].
Under service conditions blade tip/casing rub strap interaction is complex and may be very difficult to
quantify precisely. As a qualitative estimate tip frictional behaviour can be simulated numerically by
applying a force to the leading tip of the blade in the circumferential direction since the impact occurred at
this point. The sensitivity of the stress distribution to the application of a tip friction force can then be
obtained to qualitatively evaluate whether the impact between the blade tip and the casing rub strap was a
plausible contributor to blade cracking. A non-linear FE analysis was conducted under service conditions
with a nominal tip impact force.
The resultant stress distribution of the blade with the superposition of a tip friction force onto the cen-
trifugal force is shown in Fig. 6. It can be seen that the peak stress location is transferred from the trailing
to the leading edge corner when blade tip/casing rub strap impact takes place. Although it is very difficult
to predict the stress amplitude because of the complexities of the blade tip/casing rub strap impact, the
static force required for the blade leading edge top fir tree root to yield was estimated to be small (900 N).
Therefore, the blade leading edge acute angle may be overstressed by tip/casing rub strap impact and can
yield or crack with only a small amount of blade tip impact force. Furthermore, as the blade tips pass
across the rub strap segments, there is the likelihood of small impact events, imposing numerous additional
cyclic stress components to the leading edge acute corner of the blade. As a result the impacts not only
initiate cracks but also contribute to their propagation.

5. Conclusions

Due to the complex nature of blade failure, numerous aspects have to be examined. This paper has focused
specifically on the possible causes of fatigue failure which may occur as a direct consequence of anomalies in the
mechanical behaviour of the blade. In this study the likely cause of blade failure is considered to be a mixture of
LCF and HCF as a consequence of blade tip/casing rub strap impact. The cause of such impact may be varia-
tion of the ‘‘as new’’ blade length and/or increases in blade length as a consequence of creep after an extended
period in service. In both cases the risk of failure would clearly be exacerbated by poor material quality.
The maximum stress in the blade under normal steady state conditions occurs at the top firtree in the
acute trailing corner, and that stress level is low. This indicates that centrifugal load, thermal expansion
and gas pressure during steady state operation do not have a significant influence on crack initiation at the
top firtree in the acute leading corner, although they do determine the mean stress values. Gas dynamic
fluctuation is an unlikely source of excitation as the frequency of the force would be well below the blade
natural frequencies. No gas dynamic fluctuations appeared to match the blade natural frequencies.
The pre-stressed modal analysis of the dynamic characteristics of the blade during service shows that the
second vibration mode of the blade is most critical because the maximum stress corresponding to this mode
is coincident with the point of crack initiation. The first bending mode, which is the one most easily excited,
is not associated with blade failure.

Acknowledgements

The authors wish to thank Royal Australian Air Force for their support during the course of this work,
Miss. Sonya Slater for her assistance related to metallurgical examination, Mr. Andrew Becker for pro-
viding vibration test data. Also the authors appreciate the valuable suggestions and discussions from Mr.
Frank Skidmore and Dr. Albert Wong.
 J. Hou et al. / Engineering Failure Analysis 9 (2002) 201–211 211

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