The article presents the implementation of CFD/FEM approach for real oil tank of the gas turbine engine for the purposes of prediction of the component behavior under the local impact of a burner jet. The model takes into account heat and mass transfer problems as well as strength problems that are solved using a one way coupled fluid-structure interaction method. Results of the blind test simulation are compared and show good agreement with available experimental data.

The article presents theoretical basis for the industry-based approach for finite element modeling of stable crack growth in the main parts of an aviation gas turbine engine. An axial compressor disc is used as an example. Parameters of typical FE-models applied are provided. In addition, some effective practices of FE-modeling representing the novelty of this work are described: crack evolution increment under-relaxation and automation of the process of constructing a new crack front. Some simulation results are presented demonstrating implementation of the approach steps and benefits gained from the application of the listed features. Under-relaxation ensures maintaining the stability of a numerical solution for a significantly larger crack increment size. This leads to essential effort decrease as a result of reducing the total number of simulation cycles required. Automatic construction of a new crack front allows significant improvement in crack representation accuracy during the simulation process due to the greater number of points for which crack front evolution is determined.

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A computing technology of the numerical simulations based on Abaqus code is presented in this paper for complex analysis of the uniaxial compressed stiffened composite panel, having local impact damage. The technology allows simulating both dynamic deformations of the panel subjected to local impact and followed up by an axial static compression. A reliability of the developed computing technology is confirmed by comparison and closeness of the obtained numerical results and experimental data. Discrepancy of values obtained by the simulation from the corresponding experimental data is 8% for maximum contact force between the panel and impactor, 7% for crack length on the opposite to the impact side of the panel and 10% for ultimate force, when the initially damaged panel is in compression. Also, the acceptable qualitative similarity of the modeled fracture mechanism and the shape to that observed in the experiments is observed.