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Abstract:Fatigue failure is the main type of failure that occurs in gas turbine engine blades and an online monitoring method for detecting fatigue cracks in blades is urgently needed. Therefore, in this present study, we propose the use of acoustic emission (AE) monitoring for the online identification of the blade status. Experiments on fatigue crack propagation based on the AE monitoring of gas turbine engine blades and TC11 titanium alloy plates were conducted. The relationship between the cumulative AE hits and the fatigue crack length was established, before a method of using the AE parameters to determine the crack propagation stage was proposed. A method for predicting the degree of crack propagation and residual fatigue life based on the AE energy was obtained. The results provide a new method for the online monitoring of cracks in the gas turbine engine blade.Keywords: acoustic emission; gas turbine engine blades; fatigue life prediction; fatigue crack propagation
Non-destructive testing of the blades is frequently required for gas turbine engine maintenance in order to prevent serious accidents caused by fatigue damage of the blades. These testing methods include ultrasonic detection, radiographic inspection and endoscopy [6,7,8]. However, these methods require empirical judgment by human operators using manuals and can be easily influenced by multiple factors [9]. In addition, the testing procedures are time-consuming and labor-intensive, resulting in high maintenance costs. More accurate information on the blade status and an improvement in condition-based maintenance are important for improving the economics of operating gas turbine engines [10], which requires sound condition monitoring technology. At present, the most widely used gas turbine engine condition monitoring is vibration monitoring [11]. However, it is difficult to transmit the vibration information generated by the blade cracks to the vibration sensors due to the complex structure of gas turbine engines. In addition, vibration monitoring only monitors the vibration intensity but cannot identify the initial and early faults [12]. Acoustic emission (AE) testing has become an accepted, suitable and effective non-destructive technique to investigate and evaluate the failure processes of different structural components [13]. The main advantage of AE over the other condition monitoring techniques is that the detected AE signals can be used to characterize the different damage mechanisms [14]. In addition, the AE sensors that are placed on the surface of the gas turbine engine casing receive the crack signal from the blades. Therefore, in this present study, we propose the application of AE monitoring technology for the online identification of the blade state.
In the field of fatigue crack research using AE, many researchers have tried to establish a relationship between the AE parameters and the behavior of the material [33,34,35]. Harris and Dunegan [35] investigated the following relationship that expresses the cumulative AE energy release during crack extension:
Waveform and spectrum of the AE signals collected from the gas turbine engine blade specimen: (a) AE signal of the stable propagation stage (crack length: 2.5 mm); and (b) AE signal of the fracture stage (crack length: 17.2 mm) of the crack.
Waveform and spectrum of the AE signals collected from the TC11 titanium alloy plate specimen: (a) AE signal of the stable propagation stage (crack length: 2.3 mm); (b) AE signal of the fracture stage (crack length: 17.5 mm) of the crack.
AE energy and duration are two important parameters in the analysis of AE signals. The AE energy is the measured area under the rectified signal envelope, which reflects the relative energy of the event. The AE duration represents the time that the waveform amplitude remains above the threshold and it is commonly used for the identification of particular AE sources. Therefore, the energy and duration of the AE signals during the four stages of crack propagation were statistically analyzed in this present study and were illustrated by box-plots. As shown in Figure 9 and Figure 10, where Stage I represents an intermediate stage, Stage II represents a stable propagation stage, Stage III represents an unstable propagation stage and Stage IV represent a fracture stage. The top line represents the maximum value, while the bottom line is the minimum value, and the blue points outside these two lines are outliers. The bottom and top lines of the box represent the 25th and the 75th percentile, while the bold line inside the box indicates the median. The rounded and diamond points represent the mean and standard deviation, respectively, for the data.
Extracts content from a file within the enrichment pipeline. Text extraction is free. Image extraction is billed during the initial document cracking step and when invoking the Document Extraction skill.
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Driving down a seedy part of the city, Hank comes across a young man standing on a corner. Hank asks for bait from the man, believing him to be Jack. Mistaking it for a drug code name, the man, a drug dealer, gives him a few vials of crack cocaine. Hank drives away with the contraband, when the view pans out to reveal to the viewer that the real Jack, who is shown fetching a crate from a truck with the words "Jack's Bate" on the side, was just around the corner.
In a room with his attorney, Peggy is in disbelief that Hank would go so far as to purchase crack cocaine but Hank swears he was under the assumption he was buying fishing bait. His attorney suggests pleading child-abuse as a reason for buying the illegal drugs but Hank stands his ground saying it was all a misunderstanding and the he is not a "doper". Hank and Dale are tried at Arlen County Court, with Judge Roland McFarland, who now is familiar with Hank, presiding over the case. He orders Dale gagged after Dale objects to his order to remove his hat and becomes disruptive. Judge Roland is perplexed and is prepared to pass down a guilty verdict. Hank pleads with the judge saying that he's only a fisherman and that he had no knowledge that he was buying illegal drugs. Judge Roland admits he doesn't like Hank's story but is willing to give him and Dale the benefit of a doubt. He decides to give the two one last chance to prove their innocence by going on a fishing trip. If the crack cocaine works as bait, they're free to go on account that they were truly mistaken but if they fail both Hank and Dale will be sentenced to 24 months in prison. When the two are escorted out the next case, titled "Fidelity Mutual Insurance Vs Layaway Ray's Bait Shop," begins, as Ray Holiday is on trial for insurance fraud.
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The Buccaneer entered Royal Navy service in 1962. The initial production aircraft suffered a series of accidents due to insufficient engine power, which was quickly addressed in the Buccaneer S.2, equipped with more powerful Rolls-Royce Spey jet engines. The Buccaneer was also offered as a possible solution for the Royal Air Force (RAF) requirement for a supersonic interdictor carrying nuclear weapons. It was rejected as not meeting the specification in favour of the much more advanced supersonic BAC TSR-2, but the cost of the TSR-2 programme led to its cancellation, only to be followed by the cancellation of its selected replacement, the General Dynamics F-111K. The RAF purchased Buccaneers and American Phantom IIs as TSR-2 substitutes, the Buccaneer entering service in 1969.
The first production Buccaneer model, the Buccaneer S.1, entered squadron service with the Fleet Air Arm (FAA) in January 1963.[8] It was powered by a pair of de Havilland Gyron Junior turbojets, producing 7,100 pounds-force (32,000 N) of thrust.[9] This mark was somewhat underpowered, and as a consequence, could not achieve take off if fully laden with both fuel and armament. A temporary solution to this problem was the "buddy system": aircraft took off with a full load of weaponry and minimal fuel, and would subsequently rendezvous with a Supermarine Scimitar that would deliver the full load of fuel by aerial refuelling.[10][11] The lack of power meant, however, that the loss of an engine during take-off, or landing at full load, when the aircraft was dependent on flap blowing, could be catastrophic.[12] 2b1af7f3a8