lomapaseo,
Thanks for the good photo of the engine.
Bear,
Your arrow (fore), are you noting the sheared Fan Blades as evidence of high N1?
IMO, what you are observing is not sheared fan blades. The entire fan blade rotor including the disc is gone. What you see are remnants of either booster vanes or blades, but, I can't tell for sure which from the angle of the engine. There is quite an axial distance between the fan rotor and the fan frame. The space between is taken up by 5 stages of booster vanes with 4 stages of booster blades between each stage of vanes. This package of airfoils is sometimes referred to as an LP compressor. It is really hard to say what the N1 speed might have been from this photo, will have to wait for the FDR information to exactly know. If I would hazard a guess, I would say the engine was running (rotors rotating) at impact.
The depression in the stator ring, does that indicate 12:00? Where the engine was lifted into the pylon? The extensive damage below (6:00), that would be water contact??
The 12 o'clock position is at the rectangular box-like structure just to the right of depression. The rectangular box structure is integrally cast as part of the one piece fan frame hub. To this an engine mount yoke is attached. You will note in the photo below this a flat platform. The platform attaches to a landing area integrally cast as part of the fan frame. This is a complex mounting system which contains a triple redundancy failure system. Vertically loading is transmitted by 4 bolt between the pylon and then to the mount yoke. In the mount yoke the vertical loads are carried down links on both sides to clevises on the fan frame. You can see one of the clevises in the photo, the broken link is visible and perhaps tells a story. It is both bent down and rearward besides being fractured. By the way, the pylon attachment point is to the horizontal platform.
After two years at sea, this engine looks as though it was just removed from a mineral oil bath, very clean. What do you make of the integrity of the IP/LP turbine casing, very stout, yes? So much plumbing left, and reasonably continuous.
The crinkled vanes, there's your forward acceleration, yes? A few milliseconds post water contact?
The rear engine mount has a linkage yoke which contains two short pivoting links on one end that that is joined by pins to accommodate thermal expansion between the mount and frame while the link on the other end directly connects to the turbine frame integrally cast clevis. This then connects to the rear pylon strut bulkhead by means of an upper mount fitting and linkage that accommodates differential thermal expansion of the engine relative to the pylon. In looking at the photo, this detail was all crushed by the vertical impact and appears to be gone, stayed with the pylon?
The "crinkled vanes" should be the stage 5 turbine blade rotor. The turbine rear frame serves as an aerodynamic stator and the LPT module is referred to as a "5 1/2 stage module". The LPT casing is a 360° machined forging made in two sections. The forward section is of a higher temperature capable material welded to the aft section made from the same alloy as the turbine rear frame one piece casting. It is a strong design and should be capable of retaining multiple blade failure from exiting the casing walls. I can't tell what the "crinkling" means as the down (180°) section of the aft end of LPT can't be seen to know if it has been crushed from the vertical forces.
As a matter of interest, these engines are produced (assembled) in the US as well as in France at a SNECMA plant, shared or co-production.
Correction:
Bear, your observation concerning the existance of fan blades is correct. The video in a subsequent posting shows the front of the engine, even the spinner cone on this engine is present. It is the least damaged engine of the two. In the video you will see the second engine pulled up, it has the fan rotor completely missing.
TD