#Blisk mac version full#
Disadvantages Īny damage to integrally bladed rotor blades beyond minor dents requires the full removal of the engine so that the rotor may be replaced or, if possible, replacement blades welded on. Įfficiency improvements of up to 8% are possible. The elimination of the dovetail attachment found on traditional turbine blades eliminates a source for crack initiation and subsequent propagation.
This eliminates the need to attach the blades to the disk (via screws, bolts, etc.), thus decreasing the number of components in the compressor, while at the same time decreasing drag and increasing efficiency of air compression in the engine. Instead of making bare compressor disks and attaching the blades later, blisks are single elements combining the two. The GEnx already uses blisks in some stages.Įngine manufacturer EDAC Technologies, now Hanwha Aerospace USA is the number one global supplier of blisk and IBR manufacturing in the world. General Electric's Passport (formerly "TechX") engine uses blisks for both its main 52" fan as well as for 5 of its 10 high pressure turbine stages. PowerJet SaM146 engines used on Sukhoi Superjet 100s are also equipped with blisks. Įngine manufacturer CFM International is using blisk technology in the compressor section of its Leap-X demonstrator engine program, which has completed full-scale rig testing. The F-35B variant of the Joint Strike Fighter uses blisks to achieve short take-off and vertical landing. Examples include the Rocketdyne RS-68 rocket engine and the General Electric F110 turbofan.
Since then, its use has continued to increase in major applications for both compressors and fan blade rotors. It was first used by Sermatech-Lehr (now known as GKN Aerospace ) in 1985 for the compressors of the T700 helicopter engine. 4.3 Blisk repair using adaptive machiningīlisk manufacturing has been used since the mid-1980s.
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