Bird Strike Investigations in the Development Process of a Transonic Fan Blisk PUBLIC ACCESS

[+] Author Affiliations
Jörg D. Frischbier

MTU Motoren- und Turbinen-Union München GmbH, Munich, Germany

Paper No. 97-GT-482, pp. V004T14A064; 8 pages
  • ASME 1997 International Gas Turbine and Aeroengine Congress and Exhibition
  • Volume 4: Manufacturing Materials and Metallurgy; Ceramics; Structures and Dynamics; Controls, Diagnostics and Instrumentation; Education; IGTI Scholar Award
  • Orlando, Florida, USA, June 2–5, 1997
  • Conference Sponsors: International Gas Turbine Institute
  • ISBN: 978-0-7918-7871-2
  • Copyright © 1997 by ASME


Initiated in 1994, a transonic fan in blisk configuration is being developed at MTU with the intention to replace a conventionally bladed titanium fan rotor stage. A major challenge in the structural development process of this blisk stage was to find a blade geometry with a sufficient bird strike resistance. This paper gives an overview of the combined analytical and experimental design process towards the final blisk blade geometry capable of resisting a worst-case 1 lb low speed bird strike at a typical aircraft take-off operating situation without blade loss.

Starting with a first blade geometry a rig ingestion test in 1995 revealed an insufficient bird strike potential of this original blisk blade standard. The intensive analysis of the test result also showed that the analytical model established at MTU had to be adapted with respect to some decisive aspects of the analytical approach. This led to a revised method of meshing the blade leading edge, to a revised failure criterion of the material model and to a revised concept in modelling the bird slicing effect. This was done on the basis of several ‘static’ shooting tests on cantilever steel specimens and on single blade segments of the original blisk. The intention of these tests was to verify the analytical model with respect to quantitatively reliable predictions of local large strain (up to 60% plastic strain) at high rates of strain.

With these revised analytical methods the blisk geometry was redesigned (increased blade hub cross sections) and with a rig ingestion test of a 1 lb pigeon at take-off rotational speed the required capability of the final blisk geometry was verified in 1996.

Copyright © 1997 by ASME
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