-" NASA CR-72694pw. ,-3772

SINGLE-STAGE EVALUATION OF HIGHL_/-LOADEDHIGH-MACH-NUMBER COMPRESSOR STAGES

II. DATA AND PERFORMANCEMULTIPLE-CIRCULAR-ARC ROTOR

byD. H. Sulana, M. J. Keenan, and J. T. Flynn

Pratt & Whitney Aircraft DivisionUrdted A'rcraft Corporation

prepared forNational Aeronautics and Space Administration

•.: NASA Lewis R_ea:ch CenterContract NAS3-_,0482.

•! L. Reid, Program Manager.- Fluid Systems Componen_ Di_ision _, _L° Cl('o_._-_j

--_ NUMBER) -- _ (THRU) _ " "

(NASACRO'-R'TMX OR AD NUb',_BER) (CATEGORY _: . , ,:._ . ,.. -,: o._x_ ,,-.

]970022]9]

https://ntrs.nasa.gov/search.jsp?R=19700022191 2018-07-11T06:46:05+00:00Z

NASA CR-/2694PWA-3772

SINGLE-STAGE EVALUATION OF HIGHLY-LOADEDIqIGH-MACH-NUMBER COMPRESSOR STAGES

II. DATA AND PERFORMANCEMULTIPLE-CIRCULAR-ARC ROTOR

by

D. H. Sulam, M. J. Keenan, and J. T. Flynn

Pratt & Wh)tney Aircraft Division

United Aircraft Corporation

.. prepared for

"i:.. National Aeronautics and Space Administration

- NASA Lewis Research Center

" Contract NAS3-10482

.: L. Reid, Program ManagerFluid Systems Components Division

'i

\,

4_

1970022191-002

PRECEDING PAGE BLANK NOT i:ILMED_

FOR E WOI_D

The work described herein was done under NASA

Contract NA8-3-10482 by Pratt & Whitney Aircraft: Division of United Aircraft Corporation, East Hart-

ford, Connecticut. Mr. L. Reid, NASA- Lewis Re-search Center, Fluid System Components Division,

was Project Manager.?-_-_,.

,2'.

?

_'_

._:_

,_:

g.

¥

", iii

1970022191-003

PRECEDING PAGE BLANK NOT FILMED.

TABLE OF CONTENTS

Page

Foreword iiiList of Illustrations viiList of Tables xi

I. Summary 1

II. Introduction 3

III. Apparatus and Procedures 4A. Test Facility 4B. Test Compressor 4C. Instrumentation and Calibration 6D. Test Procedure 11

1. Shakedown Test 112. Uniform-lnlet-Flow Performance Test 113. Distorted-Inlet-Flow Performance Test 12

E. Calculation Procedure 12

IV. Results and Discussion 16A. Shakedown Tests 16B. Uniform-Inlet-Flow 17

1. Overall Performance 17: 2. Blade-Element Data 18

3. Distortion Support Screen Effects 19C. Radially-Distorted Inlet Flow 19

' 1. Overall Performance 207 ,"

2. Blade-Element Data 20 :_. D. Circamf_rentially-Distorted Inlet Flow 20

1. Overall Performance 202. Circumferential Distributions of Velocity Vector Parameters 21 ::

. E. Rotor Blade Tip Static Pressure Contours 21 i

References 22 ir _'

,; Appendix 1 Performance Parameters 101Appendix 2 Symbols 105

,, _i Appendix 3 Blade-Element and Overall Performance with Uniform Inlet Flow 111e

t Appendix 4 Blade-Element and Overall Performance with Radial Inlet- Distortion 151

Appendix 5 Circumferential Inlet Distortion, Distribution and Overall',, Performance 163

Distribution List 185

V

1970022191-004

PRECEOING PAGE BLANI" NOT I::ILI_ED.-

LIST OF ILLUSTRATIONS

Figure Title Page No.

I Schematic of Compressor Test Facility 23

2 Radial Distortion Screen 24

3 Circumferential Distortion Screen 24

4 Compressor Inlet Configuration for Undistorted Testing 24

5 Cross-Section of Test Compressor 25

6 Multiple-Circular-Arc Rotor Blade 26

7 Assembled MCA Rotor 27

8 Multiple-Circular-Arc Stator Blade 28

9 Assembled MCA Stator 29

10 Rotor Blade Tip Shroud Instrumentation 30

11 Typical Instrumentation 31

;. 12 Axial Station Number Designation andLocation of Instrumentation 32

_ 13 Circumferential Location of Instrumentation, Viewed from Rear 33

_._:.._ 14 Circumferential Screen Pressure Recovery 344':-': 15 Plate Mode of Vibration at Rotor Tip 34

. 16 Oscillograph Trace of Typical Surge Cycle 35

! 17 Oscillograph Trace of Typical Rotating Stall Pattern 36"_" 18 Circumferential Variation in Stator Exit Total Pressure, Static_,.,: .='_,_- Pressure, and AI; Angle from Tangential Traverses at Station 12,

-;_ 100% Design Speed, 10% Span 37._j_'

.. 19 Circumferential Variation in Stator Exit Total Pressure, Static, Pressure, and Air Angle from Tangential Traverses at Station 12,

_ 100% Design Speed 90% Span 38

'.i: vii

1970022191-005

LIST OF ILLUSTRATIONS (CONT'D)

Titl...._&e Page No.

20 Circumferential Variation in Stator Exit Total Pressure, StaticPressure, and Air Angle from Tangential Traverses at Station12, 100% Design Speed, 90% Span 39

21 Comparison of Circumferential Variation in Stator Exit TotalPressure from Tangential and Wake Rake Traverses at Station12, 100% Design Speed, 10%, 50%, and 90% Spans 40

22 Comparison of Spanwise Variations in Total Pressure, StaticPressure, and Air Angle from a Tangentially Traversed DiskProbe, a Radially Traversed Disk Probe, and a Total Pressure

Wake Rake, 100% Design Speed. 41

23 Rotor Over-all Performance with Uniform Inlet Flow 42

24 Stage Over-all Performance with Uniform Inlet Flow 43

25 Rotor and Stage Spanwise Efficiency 44

26 Comparison of Spanwise Rotor Blade Element Performance 45

27 Comparison of Spanwise Stator Blade Elemev.t Performance 46

28 Rotor Blade Element Performance with Uniform Inlet Flow 47-55

29 Stator Blade Element Performance with Uniform lnlet Flow 56-64

30 Pressure Ratio, Temperature Ratio, and Adiabatic Efficiency_, vs. Stator Exit Gapwise Location at 15% Span, Near Design

Data Point 657

. 31 Comparison of Rotor Over-all Performance with the Distortion:_ Screen Support, Radially Distorted Inlet Flow and Uniform

.!! Inlet Flow 66

• ' _, 32 Comparison of Stage Over-all Performance with the Distortion; Screen Support, Radially Distorted Inlet Flow and Uniform_'_ inlet Flow 67

'. 33 Spanwise Variation in Rotor Inlet Total Pressure and Meridional_" Velocity with Radially Distorted Inlet Flow 683:'

_' viii

1970022191-006

|

III

!I'b

I LIST OF ILLUSTRATIONS (CONT'D)

[t _ Titl....._e Page No.

34 Rotor Blade Element Performance with Radially Distorted Inlett Flow 69-71

35 Stator Blade Element Performance with Radially Distorted InletFlow 72-74

I" 36 Comparison of Stage Over-All Performance with CircumferentiallyDistorted Inlet Flow and Uniform Inlet Flow 75

37 Circumferential Distributions of Rotor Inlet Total Pressure, AbsoluteVeloc!ty, Meridional Velocity, Absolute Mach Number, and Absoluteand Relative Flow Angle, 10% Span 76

38 Circumferential Distributions of Rotor Inlet Total Pressure. Lbsolute

Velocity, IVleridional Velocity, Absolute Mach Number, and Absoluteand Relative Flow Angle, 50% Span 77

39 Circumferential Distributions of Rotor Inlet Total Pressure, AbsoluteVelocity, Meridional Velocity, Absolute Mach Number, and Absotuteand Relative Flow Angle, 90% Span 78

40 Circumferential Distribution of Stator Discharge Total Pressure, Total-_ Temperature, Absolute Velocity, Meridional Velocity, Absolute,f Mach Number, and Absolute Air Flow Angle, 10% Span 792''

, 41 Circumferential Distribution of Stator Discharge Total Pressure, Total,: Temperature, Absolute Velocity, Meridional Velocity, Absolute Mach.:- Number and Absolute Air Flow Angle, 50% Span 80

¢". 42 Circumferential Distribution of Stator Discharge Total Pressure, Total

_'- Temperature, Absolute Velocity, Meridional Velocity, Absolute Mach

:_i_I Number, and Absolute Air Flow Angle, 90% Span 8143 Circumferential Distribution of Rotor Inlet Hub " '_tat_c Pressure 82

_ 44 Circumferential Distribution of Rotor Inlet Tip Static Pressure 83

_;._. 45 Typical Oscillograph Traces ,ShowingPresence of Sbock over Blade Tip 84

_; 46 Rotor Blade Tip Shock Location, W_/_'6 - 135.56 85-1o

1970022191-007

LIST OF ILLUSTRATIONS (CONT'D)

Figure Title Page No.

47 Rotor Blade Tip Shock Location, wx/'0- - 126.24 86

48 Rotor Blade Tip Shock Location, wx/o" = 111.19 87

49 Rotor Blade Tip Static Pressure Contours WX/'0"- 169.95 88

50 Rotor Blade Tip Static Pressure Contours WVr0"- 166.23 89

51 Rotor Blade Tip Static Pressure Contours Wx/'ff - 158.36 90

52 Rotor Blade Tip Static Pressure Contours WX/'0"- 149.74 91/i

53 Rotor Blade Tip Static Pressure Contours WX/'O"- 184.32 92

54 Rotor Blade Tip Static Pressure Contours Wx/ff - 183.12 93

55 Rotor Blade Tip Shock Location, W_ = 180.43 94

56 Rotor Blade Tip Shock Location, _-. = 177.14 95

57 Rotor Blade Tip Shock Location, Wx/'0" - 173.71 966

£

58 Rotor Blade Tip Static Pressure Contours, wx/° - 189.36 97

;_, 59 Rotor Blade Tip Static Pressure Contours, - 188.07 986

60 Rotor Blade Tip Static Pressure Contours, wx/u - 182.71 99: /t'.f

-. X

1970022191-008

LIST OF TABLES

Number Title

1 Rotor Design Parameters 5

2 _ator Design Parameters 5-2

3 Performance and Blade-Element Instrumentation 7-9

4 Transient Data Instrumentation 10

5 Identification of Blade-Element and Over-All

Performance Headings 113

6 Blade-Element and Over-All Performance DesignData 114

7 Blade-Element and Over-All Performance withUniform Inlet, 50% of Design Speed, Points 1-6 115-120

, 8 Blade-Element and Over-All Performance with

Uniform Inlet, 70% of Design Speed, Points 1-6 121-126

9 Blade-Element and Over-All Performance with

Uniform Inlet, 90% of Design Speed, Points 1-6 127-132

10 Blade-Element and Over-All performance with

_ Uniform Inlet, 100% of DesiBn Speed, Points 1-6 133-144

':;- 11 Blade-Element and Over-All per_vrmance with

_ Uniform Inlet, 105% of Design Speed, Points 1-6 145-150

V' 12 Blade-Element and Over-All Performance with Radial

_ Inlet Distortion, 70% of Design Speed, Points 1-3 153-155

•. 13 Blade-Element and Over-All Performance with Radial

Inlet Distortion, 90% of Design Speed, Points 1-3 156-158

_," 14 Blade-Element and Over-All Performance with Radial

_'_ Inlet Distortion, 100% of Design Speed, Points 1-4 159-162

1970022191-009

LIST OF TABLES (Cont.)

Number Title Page

15 Rotor-Inlet C ircumferent;al Distributions, Disk Probe 165-171

16 Stage- ischarge Circumf,,rentia[ Distributions, Disk

Probe 173-180

17 Stage-Discharge Circumferential Di_tribu'_ions, Tem-perature Rake 181-1 _13

18 Stage Over-All Pt_a.iormance for Inlet Circumferential

Distortion 184

19 Rotor Blade Tip Stanc Pressure Code 100

/

-_' xll

1970022191-010

ABSTRACT

Data and Performance Report,Single Stage Evaluation of Highly-Loaded-High-Mach-Number Compresso: Stages, Multiple Circular Arc Rotor

Tests were conducted on a 0.5 hub/tip ratio single-stage com-pressor designed to produce a pressure ratio of 1.936 at an ef-ficiency of 84.2 percent with a rotor-tip speed of 1600 feetper second and a flow rate of 187.1 pounds per second. De-sign pressure ratio was obtained at design speed with an effi-ciency of 84.5 percent and a flow of 181.3 pounds per second.For tests with radial inlet-flew d;stortion, the peak stage effi-ciency obtained at design speed was 78.4 at a pressure ratio of1.774 and flow of 177.2 pounds per second. The peak stageefficiency with circumferentially-distcrted inlet flow was 77.7percent at a flow of 173.1 pounds per second and a pressure;atio of 1.747.

1970022191-011

1. SUMMARY

A compressor stage with a rotor tip speed of 1600 ft/sec, supersonic relative rotor-inletMach numbers over nearly the entire span, and a diffusion factor of 0.5 at 10% span fromthe tip was tested with uniform inlet flow and with radially and circumferentially-distortedinlet flew. Design stator inlet Math numbers were subsonic, with a maximum value of 0.89occurring at the hub where the diffusion factor was 0.6. Both the rotor and stator bladeshad multiple-circular-arc airfoil sections with the chord held constant from root to tip. Thestage was designed without inlet guide vanes and the stator exit flow was axial.

Over-all performance at design speed with uniform inlet flow for near-design and near-surgeaerodynamic cxmditions are compared with design values in the following table.

Design Near-Design Near-StallParamet,_r Value Data Point Data Point

Corrected Weight 187.1 180.4 173.7Flow, lb/sec

Rotor Pressure Ratio 2.000 2.010 2.037

Rotor Efficiency, Percent 88.7 89.0 86.7

Stage Pressure Ratio 1.936 1.946 1.959

_- Stage Efficiency, Percent 84.2 84.5 81.4

i"7_i Over-aUstage performance characteristics at design speed for uniform inlet flow and forradially and circumferentially distorted inlet flow are shown in the following table.

|

• _ Uniform Radially-Distorted Circumferentially

_ Parameter Inlet Flow Inlet Flow Distorted Inlet FlowFlow range, lb/sec 184.3 - 1 / 1.O 179.6 - 176.0 178.2 - 157.5

w/o w/omax 6 min

Maximum stage 1.959 1.814 1.780pressure ratio

Maximum stage 84.5 78.4 77.7efficiency, percent

Pmax - Pmin 0 0.16 0.2

Pmax (outer 0.4 of span) (90* arc)

1970022191-012

-_ Rotor incidence angles were more positive than design values across the entire span as a re-sult of the inability to attain design flow. Rotor de-¢iations, diffusion factors, and losseswere close to design estimates• Stator blade incidence angle, loss, diffusion factor, and de-viation were also in general agreement with design values.

Static pressure patterns relative to rotor blade tips show regions of supersonic expansion andcompression and shock locations. The shock was usually detached from the blade, obliqueto the direction of the mean flow, and tended to move upstream as the rotor pressure ratiowas increased•

Measured levels of continuous stress due to centrifugal and untwist loads agreed with the de-sign prediction. Vibratory stresses with uniform inlet flow did not exceed 5,000 psi exceptat stall, where the blade vibratory stresses were approximately 20,000 psi. Indications ofblade resonance with two excitations per revolution limited test speeds to 105 percent ofdesign. With radially and circumferentially_distorted inlet flows, minimum flow was limitedby a 15,000 psi vibratory stress boundary. Rotating stall patterns were present at the bladetip and midspan during the surge cycle with uniform and distorted inlet flow.

i

2

1970022191-013

1I. INTRODIJCTION

Design of the single-stage compressor was based on the technology generated by two pre-vious programs:

(1) High-tip-speed, highly-loaded rotors were tested under Contract NAS3-7617, andthe results were reported in CR-54623 (Reference 1). Rotor efficiencles exceeding0.88 were demonstrated, with a tip speed of 1400 feet per second and D factorsgreater than 0.5 over the entire span.

(2) Transonic highly-loaded stators were tested under Contract NAS3-7614, and theresults were reported in References 2, 3, and 4. Moderate stator losses were mea-sured with high subsonic Mach numbers and with D factors greater than 0.5.

: Multiple-circular-arc airfoil sections were selected for the rotor and the stator in order toobtain low losses at high Mach numbers. Blade elements were designed for efficient align-ment of superso_fic flow to the suction surfaces in the entrance region. Blade design alsoincluded a stream-tube analysis to obtain the desired values of critical area ratio (a/a*) inchannels between blades.

In addition to the multiple-circular-arc rotor, a slottea rotor and a tandem rotor were designedin order to evaluate advanced concepts. The slotted rotor was designed to reduce over-allblade _hock losses. It provides an oblique shock, causeci by the slot discharge flow, whichlower_ the Mach number upstream of the normal shock and decreases normal shock losses.

The combination of an oblique shock and a normal shock results in a greater efficiency thana strong normal shock. The tandem rotor was designed with a supersonic forward blade and

a subsonic rear blade so that the shock impinges on the forward blade and is isolated from• the subsonic suction surface by a stream of high-energy air. Design details of the three rotors

stator are giveli Reference 5.and the in

3

_" The purpose of this program is to extend the scope of available design information. Experi-mental evaluations include over-all performance with uniform inlet flow and with radial and

i circumferential distortions, and blade-element performance with uniform and radially-dis-

torted inlet flow.

This report presents the test results for the multiple-circular-arc rotor and stator.

_,_

1970022191-014

III. APPARATUS AND PROCEDURES

A. Test Facility

The test program was carried oat in a sea-level compressor test facility (Figure 1). The standis equipped with a g_.s-turbi_le-drive engine which uses a 2.1 :1 gearbox to provide optimumspeed-range capability.

Air enters through a calibrated _lozzle for flow measurements. A 72-foot straight section of42-inch-diameter pipe runs from the nozzle to a 90-inch-diameter inlet plenum. Wire-meshscreen and an "egg-crate" structure, located midway through the plenum, provide a uniformpressure profile to the compressor.

: The compressor airflow is exhausted into a toroidal collector and then into a 6-foot-diameterdischarge stack, which contains a six-foot-diameter valve to provide back-pressure, or throttl-ing, for the test compressor. Two smaller valves in the by-pass lines, one 24-inch and one12-inch, provide vernier control of back-pressure.

Inlet distortion patterns are generated by screens of varied porosity which are attached tothe 1 x 1-inch-mesh support screen. Twelve struts, thirty-three inches upstream of the rotorleading edge, are used to support the r._dial and circumferential screens for distortion tests.The method of attaching the distortion screens is shown in Figures 2 and 3. The disto_ion-screen support is removed for uniform-inlet testing as shown in Figure 4. Strain-gage andstatic-pressure instrumentation is ,outed through the nonrotating nose fairing. Ten struts,fourteen inches upstream of the rotor leading edge, support the forward bearing and strain-gage slip-ring assembly. Eight struts, eleven inches downstream of the stator trailing edge,

: support the rear bearing.

._ ,_ B. Test Compressort,

Design of the stage flowpath was guided by the aerodynamic objectives outlined in detail inthe design report (Reference 5). The rotor inlet flow per unit of annulus area was set at

[. 42 lb/sec/ft 2. The test compressor (Figure 5) is a single-stage, axial-flow design with no inlet_, guide vanes, thirty rotor blades and forty-four stator blades, each of constant chord length.

The stator-blade leading edge is 1.2 inches behind the rotor trailing edge at the hub. Runningtip-clearance was 0.050 inch at 100 percent of design speed. Rotor and stator designs aresummarized as follows; complete descriptions are given in Reference 5.

..., Rotor

The rotor was designed to operate at a tip speed of 1600 ft/sec with a constant spanwisepressure ratio of 2.0 and an over-all adiabatic efficiency of 88.7 percent. The thirtymultiple-circular-arc blades have a constant 4.4-inch chord, an aspect ratio of 1.663 and ahub-to-tip ratio at the rotor inlet of 0.5. Relative Math numbers at the rotor inlet are 1.6

at the blade tip and are supersonic over nearly the entire span. Photographs of the rotor

l 4

1970022191-015

blade and the blade disk assembly are shown in Figures 6 and 7. A summary of the rotorblade metal angles for 9 streamlines passing through 5. 10, 15, 30, 50, 70, 85, 90 and 95percent span of the rotor blade trailing-edge passage height from the hub is given in ?able 1.

TABLE 1

Rotor Design ParametersStations 8 and 9

% Smart Dia 1 Di.....__a2__ B*8 _* 8'- - __ _ ss._.___s#.*sh a

5(hub) 17.47 19.77 48.97 1.87 55.40 45.74 2.276 .i

20.41 49.59 9.63 56.02 46.76 2.173 i10 18.47

15 19.47 21.05 50.44 16.51 56.59 47.76 2.080

30 22.31 22 96 53.77 29.73 57.87 50.53 1.85550 25.79 25.52 56.40 42.30 59.30 54.68 1.638

70 28.95 28.08 59.08 50.53 61.07 59.17 1.47685 31.29 29.99 61.63 54.11 62.96 63. O1 1.379 _90 31.88 30.63 62.53 55.10 63.65 64.18 1.355 -_95(tip) 32.50 31.27 63.21 55.84 64.14 64.96 1.332

NOTE: Symbol definitions appear in Appendix 2.Stator

i The 44 multiple-circular-arc stator blades have a constant chord of 3.0 inches and an aspect: ratio of 1.721. Photographs of the stator blade and the stator assembly are shown in Figures

•- : _ 8 and 9. Stator inlet Mach numbers are subsonic with a.maximum value of 0.89 occurring• i at the hub, where the diffusion factor is 0.6. Design incidence to the stator suction surface

was set at zero degrees. Stator exit flow is axial. A summary of the stator blade metal angles._ for 9 streamlines passing through 5, 10, 15, 30, 50, 70, 85, 90 and 95 percent of the rotor-

" _ blade trailing-edge passage height from the hub is given in Table 2.

TABLE 2

Stator Design Parameters

Stations 10 and 11

% Span Dia-I Dia-2 /3* 10 _* 11 _* 10ss _.* sh Solidity

5 (hub) 20.41 21.49 43.23 -12.41 46.15 38.47 2.010

10 21.01 21.96 42.27 -11.44 45.21 36.62 1.959

!Z 5

1970022191-016

TABLE 2 (CONT'D)

Stator Design Parameters

Stalions 10 and 11

" % Span Dia-I Dia-2 _" 10 _q'*11 /_* 10ss /_* sh Solidity

15 21.59 22.43 41.42 -10.89 44.36 34.94 1.911

30 23.31 23.90 39.44 -11.22 42.44 31.18 1.781

50 25.60 25.89 37.60 -12.04 40.72 28.01 1.632

70 27.82 27.90 36.45 -13.48 39.68 26.38 1.508

85 29.41 29.38 36.12 -15.91 39.44 26.82 1.430

90 29.91 29.86 36.15 -17.40 39.48 27.36 1.437

_ 95 (tip) 30,38 30.29 36.33 -19.69 39.69 28.40 1.387

!

[C. Instrumentation and Calibration

Airflow was measured within 1 percent, using a flow nozzle designed to ISA specification(Reference 6). Compressor speed was measured with an electromagnetic pickup that counts

.:..... _f the number of gear teeth passing in an interval of time and converts the count into revolutions

._'. per minute. Measurement accuracy is better than 0.2 percent of indicated speed between ,"4,000 rpm and 13,000 rpm.

_" All temperatures were measured using chromel-alumel Type K thermocouples and recorded :'in millivolts by the automatic data-acquisition system. Temperature elements were calibratedover their full operating-temperature range for Mach-number and total-pressure effects. Thethermocouple leads were calibrated for each temperature element. Overall RMS temperatureaccuracy was estimated to be ± 1.0°F.

• , Disk probes were calibrated for Mach number as a function of indicated static-to-total pres-•-. ,i sure ratio, with pitch angle as a parameter. Total-pressure recovery and yaw-angle deviation

were calibrated as functions of Mach number and pitch angle. The measurement accuracy ofthe air-angle probe was within 1.0 degree.

All pressures from probes, fixed rakes, and static taps were measured with transducers andrecorded in millivolts by the automatic data-acquisition system. The accuracy of the pressurereadings was ±0.2 percent of the full-scale value.

6

1970022191-017

Ten quartz-crystal, high frequency-response pressure transducers were installed in the caseover the rotor tip to measure instantaneous static-pressure fluctuations. Ten wall static-pres-sure taps were installed o, er the rotor-blade tip in axial locations corresponding to the pres-sure transducers to measure the average static-pressure level.

Three proximity detectors, circumferentially positioned an integral number of blade gapsfrom the pressure transducers, generated an electrical pulse for each blade passing. Signalsfrom both the pressure transducers and the proximity detectors were recorded by a multi-channel tape recorder on the same time reference.

Figure 10 shows the rotor-blade tip-shock plessure instrumentation in relation to the blades.Photographs of typical instrumentation are shown on Figure 11. The axial and circumfer-ential positions of the instrumentation are shown in Figures 12 and 13.

Pressure measured by the fixed radial total-pressure rakes at the rutor leading edge (Station7 in Figure 12) were in place only during the distortion testing. Instrumentation for measur-ing ever-all and blade-element performance data is listed in Table 3.

TABLE 3

Performance and Blade Element Instrumentation

All measurements recorded by automatic data acquisition system unless notedotherwise.

: Instrument

Plane Location Parameter Type and Quantity

" Station 0 plenum chamber P 6 pressure taps on plenumwall (2 read on manometers)

T 6 bare-wire thermocouples

(2 read on self-balancing precisionpotentiometers)

Station 1.1 bellmouth

instrumentation ring _P = P-p 6 pttot-statlc probes at mid-channel and evenly spacedabout the instrument ring.Ap water and acetylene tetra-bromide manometers. {Afterinitial check point the bellmouthpltot-static probes were re-moved. )

7

1970022191-018

TABLE 3 (CONT'D)Instrument

Plane Location Parameter Type and Quantity

P 40.D. wall static taps

Station 5.1 inlet duct5.2 p 20.D. and 2 I.D. wall static6.1 taps, 180 degrees apart6.27.1

Station 7 rotor inlet P, p,_ 2 disk traverse probes, 9(within 1/2 chord) radial positions

i p 40.D. and 4 I.D. wall staticI

i' taps:,

P 2 fixed rakes, 180 ° apart,each with sensors at nineradial Dos itions

Station 8.5 rotor shroud p 10 rapid response pressurei transducers mounted in axial, line over rotor tip. Recorded

! _ on magnetic tape.

1 p, 10 O.D. wall static taps in _" J axial line over rotor tip !

_A

[I Blade Three proximity detectors t[ _ Passing positioned apart from the i

pressure transducers and in a iline at the rotor-blade tip- i{chord angle. Recorded onmagnetic tape.

Station 10 stator leading edge p 40.D. and 4 I.D. wall statictaps equally spaced and locat-ed on extension of mid-channel lines

p 40.D. and 4 I.D. wall statictaps spaced across one vanegap

8

1970022191-019

TABLE 3 (CONT'D)

Instrument

Plane Location parameter Type and Quantity

p 2 sets.of impact tubes at 9radial locations

Ration 12 stator exit P 2 circumferential wake rakes

(15-element) traversable toeach _f nine radial locations.

Each wake rake spans at leastone vane gap a_ O. D.

Station 12 stator exit T 7 fixed radial rakes, eachwith temperature sensors at9 radial positions. 6 probesspaced circumferentiaily toobtain readings evenly dis-

tributed across a vane gap.: The 7th rake is a duplicate

mid-gap rake, and spaced180 degrees from the othermid-gap rake.

i _ p, p,_ 2 disk traverse probes, 9i _ radial positions. Probes

i _ spaced 180 degrees apart._" One traverse mechanism capable

'_ of tangential probing across af

p 40.D. and 4 I.D. wall statictaps

p 40.D. and 4 I.D. wall statictaps spaced across vane gap

Station 13.1 rig exit P 1 fixed five-element radialrake

• Note: The nine radial position_ of each axial station are defined by the inter-section of the axial station and the design streamlines which pass through 5,

__ 10, 15, 30, 50, 70, 85, 90, and 95 percent of the passage height at the rotortrailing edge.

q'_ 9

19?0022191-020

Table 4 shows tile parameters that were continuously recorded during excursions i,lto stallto detect and evaluate rotating stall. Three rapid-response pressure transducers, located atthe rotor exit at 25, 50, and 85 percent of blade height from the hub and at unequal circum-ferential locations, were, used to recold pressure pulses continuously on a multi-channel taperecorder when operating near or within the stall region.

TABLE4

Stall Transient Instrumentation

Instrument Plane Location Parameter Type and Quantity

Inlet orifice p 1 static tap downstream ofinlet orifice

Station 7 rotor inlet p 10.D. wall static tap

Station 9 rotor exit P frequency 3 rapid-response pressuretransducers at unequal circum-ferential spacing. Sensorslocated at 25, 50 and 85% ofblade height from hub

p 10.D. wall static tap

Station 10 stator leading edge P 3 impact tubes at 5, 50, and95% of passage height from

: hub

Station 12 stator exit p 10.D. wall static tap

Station 13.1 rig discharge P 1 element of fixed radial rake

gearbox N impulse pick-up

.. " • Critical stationary and rotating parts were instrumented with strain gages to determine the.' " ' levels of continuous stzess due to centrifugal and blade untwist loads and vibratory stress

over the operating range of the compressor.

1!

1970022191-021

D. Test Procedure

1. Shakedown Test

Before taking performance data, shakedown tests were conducted to establish the mechanicalintegrity of the compressor and to locate critical stress boundaries which might limit tl-.eoperating range over which the tests could be conducted.

Accelerations were made to 50, 70, 90, 100, and 115 percent of desig_ _peed, with open dis-charge throttle and uniform inlet flow. Continuous and vibratory stresses of the rotor and

• stator were recorded. A rotor blade resonance with two excitations per revolution was de-, tected at 12,600 RPM, and maximum speed for performance testing was set at 105 percent|

of design speed in order to avoid it. Continuous stress due to centrifugal and untwist loadswas slightly lower than predicted and did not limit test speeds.

!

i Stress and rotating-stall surveys were made with uniform, radially-distorted, and circumfer-entially-_listorted inlet flow. Vibratory stresses were recorded simt ltaneously with transientreadings of the parameters shown in Table 4 in order to correlate blade stress with _ta..I.'Inall surveys, vibratory stress at stall increased with speed and closely approached lhe maximumallowable transient stress at design-speed. Stress boundaries for steady-state operation weredefined with radially and circumferentiaily distorted flows. Rotor blade vibratory stress in-creased as the compressor was throttled, which prevented steady-state operation near stall.The range of operation was severely limited by high stresses with radial distortion, makingit necessary to increase screen porosity. A satisfactory operating range was obtained by re-

ducing the distortion parameter (Pmax-Pmin/Pma x) from 0.20 to O. 16. Beyond the boun- •• dary for steady-state operation, only transient data were recorded.

Rotating stall was detected by measuring pressure fluctuations with rapid-response transducers i' at 25, 50, and 85 percent of passage height. Continuous recordings were made as the throttle

was closed until the compressor stalled and as the throttle was opened to recover from stall., Several surge pulses were recorded before the throttle could be opened enough to get the !, , compressor out of stad.

_" Five over-all and blade-element performance data points, over a range of flows between wide-_. open throttle and stall at design speed, were taken during the shakedown test. A disk probe :

was traversed tangentially across a stator-blade gap at the stator exit to measure total pres- !sure, static pressure and flow angle at each of nine radial positions for each of the five per-formance points. Gapwise distributions of static pressure and air angle, determined by tan- !gential traversing, wer_ compared to mid-gap values measured by a radial traverse probe. IAveraged circumferential values were close to mid-gap values, and remaining tests were madewithout tangential traversing. Simultaneous immersion of all traverse probes was possiblewithout causing data inaccuracies due to probe blockage effects.

2. Uniform-Inlet-FlowPerformanceTest

Six performance points, ranging in flow from :)pen-throttle to near-surge, were obtained at_- 50, 70, 90, 100, and 105 percent of design speed, and stall flows were measured at 50, 70,

1970022191-022

I

I: tf

b

90, and 100 percent of design speed. The periodic static pressure fluctuations over the rotorj.,

tip were recorded at three points at 70 percer t speed, four points at 90 percent speed, five'_ points at 100 percent speed, and three points at 105 percent speed, ranging in flow from choke" to near-stall. These data were obtained to show the static-pres;ure-field relative to the rotor

blade tip, indicating shock position and strength.

3. Distorted-lnlet-Flow Performance Test

The rotatable distortion-screen :upport was added to the flow path 33 inches upstream of therotor leading edge. Open-throttle, part-throttle, and near-stall perfo:'mance points at 70, 90,and 100 percent of design speed, with the distortion support but with no distortion screensattached, showed that th2 support screen did not affect uniform inlet performance. A radial

: screen covering one-fifth of the inlet area (Figure 2) was required to create a radial-distortion

.. pattern covering two-fifths of the rotor inlet area. A i20-degre,'., full-sp_,nscreen (F'gure 3)was required to produce a 90-degree circumferential pattern with a distortion parameter of

: 0.20 at the rotor inlet, with the throttle wide-open at 100 percent of design speed.

Performance data with both radial and circumferential inlet-flow distortion were taken ag 70,90, and i00 percent of design speed, with the discharge throttle at three positions (wide-open,part-throttle, and near-surge), except where high stresses prevented taking near-stall datapoints. Each circumferential-distortion data point was taken with the screen in six different

, positions with respect to the compressor instrumentation.

E. Calculation Procedure

_. Data reduction was accomplished in three steps:

1. Raw data were ,-onverted from electrical values to engineering units and _hermo-couple-wire corrections were applied.

2. Aerodynamic corrections and averaging techniques were used to obtain radialdistributions of circumferentially-mass-flow-averaged pressures, temperatures, and

angles3. Blade-clement data were calculated for uniform and radial distortion tests, using

a flow-field calculation procedure.

• Aerodynamic corrections and averaging techniques were:• ¢

1. Total-preaure probes lo_ted in supersonic flow were corrected for shock Iomes.Total pr_ures from the t,_to wake rak_ were circumferentiaily ma._-flow-averagedat each radial position, _'_ng a constant static prozsure obtained by a linear int¢r-polation between wall static pretaures. Fr¢c-stream values of total pressur_ down-stream of the stator (peak wake rake values) were selected at each radial position.A wake block, tge factor was also calculated at each radial location, as def'med inAppendix 1, and used in a flow-field calculation program to improve the accuracy

12

i

1970022191-023

of the static pressure and velocity calculations at the stator exit. Free-stream andcircumferentially mass-flow-averaged pressures and wake blockage factors were

,. each arithmetically averaged from the two rakes at each radial location to be usedin the flow-field calculation.

2. Temperature probes were corrected for Mach number recovery, including the pres-: sure-level effect. Six radial rakes were approximately equally-spaced about the

annulus at the stator exit, and located at different circumferential positions relativeto a stator gap. A circumferential mass-flow average was calculated at each radialposition and used in the flow-field calculation. Circumferential wake-rake total-pressure distributions were used for the circumferential mass-flow-averaging of the

.'- stator exit temperatures.

:_ 3. Over-all performance calculations were based on the inlet plenum pressure as areference for uniform inlet flow, and on an arithmetical average of radially mass-averaged pressures from the two radial rakes at the rotor inlet for radially-distorted

:, inlet flow. The reference pressure for circumferentially-distorted inlet flow wasthe arithmetical average of twelve radially-mass-averaged pressures obtained fromthe two radial rakes at the rotor inlet for each of the six screen positions. The re-lationship between plenum and rotor inlet total pressure was correlated as a func-

_- tion of corrected flow (Figure 14). Calculations of corrected flow, pressure ratio,

and efficiency were based on pertinent reference stage inlet pressures. All averag-ing techniques were the same for both uniform and radially-distorted inlet flow.For circumferential distortion tests, a different technique for stator-exit pressureand temperature averaging was used. Radially mass-flow-averaged values of pressurefrom the two wake rakes at each screen position were arithmetically averaged. Thispressure was used for over-all pressure ratio and efficiency calculations. Data fromeach of the six individual temperature rakes were radially mass-averaged for each

: screen position, and the 36 resulting values were arithmetically averaged. This

t_. temperature was used for overall efficiency calculations. Circumferential distribu-

- tions of static and total pressure (Appendix 5) are ratioed to the inlet plenum.

4. Velocity vectors were calculated from disk probe traverse data for nine radial loca-tions at the instrumentation planes upstream of the rotor and downstream of thestator. Measurements at each probe position were used to determine correctedtotal pressure and calculated static pressure, Mach number, and air angle. Calibra-tions of individual probes were used to correct the raw data. Each probe was firstcalibrated for Mach number under controlled wind-tunnel conditions, and testMach number was then determined from the ratio of measured static to measured

total pressure. Total pressure and yaw angle corrections were made by using calibra-tions versus Mach number. Static pressure was calculated by using the correctedtotal pressure and the calibrated Mach number. An arithmetical average of thetwo stator-exit-probe-angle readings for each radial position was used in the flow-field calculation.

13

1970022191-024

Blade-element performance for uniform-inlet and radial-inlet-distortion test points was cal-: culated by a flow-field analysis computer program. All parameters were corrected to standard-

day conditions. The inputs were:

Compressor Inlet 1) corrected weight flow2) corrected rotor speed

Rotor Inlet 1) total pressure versus radiusInstrument Plane 2) blockage factor versus radius (to account .

for estimated wall boundary layers)

Stator Inlet 1) total pressure versus radius2) blockage factor versus radius (to account

for estimated wall boundary layers)

Stator Exit 1) total temperature versus radiusInstrument Plane 2) total pressure versus radius

3) blockage factor versus radius (to accountfor stator wake blockage and wall boundaryangle)

4) absolute air angle versus radius

All pressures and temperatures are expressed as ratios to mass-averaged values at the rotorinlet.

All static-pressure distributions and air angles behind the rotor were calculated by assumingaxisymmetric flow and consideration of mass-flow continuity, radial equilibrium, and

_. energy equations. Curvature, enthalpy, and entropy gradient terms were used in the equilib-rium calculations. Blade-element performance parameters at the blade edges were calculatedby translating the measured data from the instrument plane along streamlines which passedthrough the rotor trailing edge at 5, 10, 15, 30, 50, 70, 85, 90, and 95 percent of the passage

• " _" height. Blade-element parameters were calculated at airfoil sections lying on conical surfaces&

i' defined by the intersections of these streamlines and the blade edges. Pertinent performanceparameters are defined in Appendix 3.t

t

_ Static pressure contours over the rotor blade tips were obtained by using continuously-re-. corded pressure fluctuations, which were measured by high-frequency-response transducers.

Ten transducers were distributed axially over the blade tip (Figure 10), and ten wall static._ _., pressure taps were located at the same axial positions to measure average static pressure. Re-

. cords of fluctuating pressures versus time indicated that the transducers were not in agree-ment in terms of known blade location, and the signals were oriented by positioning the pres-sure drop caused by the passing of the suction surface in relation to the actual position ofthe blade. A computer program converted electrical signals from the transducers to pressurefluctuations for one blade-passing time period, with each transducer referenced to the samepoint in time. The program then added average pressure to the pressure fluctuations at eachaxial position. The full range of pressure variation for a given point _as broken into ten

14

1970022191-025

equal increments and a code number assigned for each increment of pressure range (seepage 100 for the static pressure code), e.g., a code of 5 means that the pressure in the regionlies in the range of 5 to 6 psia. Regions of constant pressure were outlined by displayingthe code numbers relative to thc blade tips across two blade gaps.

15

1970022191-026

IV. RESULTS AND DISCUSSION

The results of the multiple-circular-arc rotor test were discussed under the headings of shake-down tests, unitorm-inlet-flow performance, distorted-inlet-flow performance, and rotor-blade-tip static pressure contours.

Shakedown test results include stress and rotating stall data for uniform and distorted inletflows and an evaluation of traversing methods. Over-all performance of the rotor and stageare presented fgr uniform and distorted _nlet flows in terms of pressure ratio and efficiency

versus corrected weight flow (W_) with corrected speed (N/v/g) as a parameter. Rotorand stator blade-element performance curves are presented for uniform-inlet-flow and forradially-distorted-inlet-flow tests. Loss coefficient, diffusion factor, and deviation are pre-sented as functions of incidence at radial locations on streamlines passing through 5, 10, 15,30, 50, 70, 85, 90, and 95 percent of the rotor-blade exit passage height from the hub. Forcircumferentially-distorted-inlet-flow tests, circumferential distributions of pressure, velocity,and air angle are included to describe the extent of distortion on the rotor inlet and statorexit.

Rapid-response static-pressure data over the rotor blade tips are presented as contours out-lining regions of constant static pressure and are shown with respect to the rotor-tip bladegap. The blade-tip shock was located by the instantaneous pressure rise in the blade passage.

A. Shakedown Tests

Continuous stresses due to centrifugal and untwist loads were measured near blade root lead-ing and trailing edges and were slightly lower than design predictions. Using the design pre-diction of stress distribution, the maximum blade stress was 60,000 psi on the pressure sur-face at 10 percent span from the hub. Predicted stress at this location was 61,000 psi.

:" Vibratory stress with uniform inlet flow was not high except at stall, but a resonance with two

'_ excitations per revolution appeared at 12,600 RPM, which is 109 percent of design speed whent:

¢ corrected for 100°F ambient temperatures. This resonance limited performance testing to 105_!_ percent of design speed. During stall at design speed, the blade tip vibratory stresses were ap-

,, proximately 20,000 psi. The mode of this tip vibration was shown in laboratory tests with_ stress-coated blades (Figure 15). Since stall stress levels increased rapidly with speed, a stall•" point was not run at 105 percent of design speed.

I The maximum allowable vibratory stress of 15,000 psi for steady-state operation limited the

• range of operation with radially and cireumferentially distorted inlet flows. Stress boundaries' for radially-distorted inlet flow are discussed in Section IVC 1, Radially-Distorted Inlet Flow,

Overall Performance. Stress boundaries for circumferentiaUy-distorted inlet flow will be._ _bund in Section IVD1, Circumferentially-Distorted Inlet Flow, Over-all Performance. With

both types of distortion, the maximum stress during stall was 23,000 psi at design speed andwas increasing rapidly with increasing speed.

16i

1970022191-027

Stall surveys with rapid-response instrumentation showed that stalls were abrupt, originatingnear the tip and progressing to mid-span and the root. An oscillograph trace at 90 percentspeed with uniform inlet flow (Figure 16) shows the general pattern for all stalls. All stallsappeared as surge cycles with a frequency of approximately 3 cps, each cycle consisting of asurge pulse lasting approximately 0.17 seconds and a stall recovery lasting approximately

0.14 seconds. At the start of each surge pulse, pressure fluctuations with a period of aboutone rotor revolution occurred at the tip and mid-span, indicating the presence of rotatingstall cells (Figure 17). Pressure dropped sharply after this initial phase and then rose towardthe pre-stall level. The stall-recovery portion of the cycle began with a strong pressure rise,foUewed by a gradual pressure reduction. Similar stall patterns were observed with radiallyand circumferentially disto_ed inlet flows.

Tangential traverses of stator exit total pressure, static pressure, and air angle were taken atfive points with uniform-inlet flow design speed. Circumferential distributions across a statorblade gap for open-throttle, part-throttle, and near-stall settings at 10, 50, and 90 percentspan from the hub are presented in Figures 18, 19, and 20. Variations ot air angle and staticpressure across the stator gap are small except when the discharge throttle is wide open. To-tal pressure distributions from the tangentailly-traversed disk probe and from the two radially-traversed wake rakes are compared in Figure 21 at the near-stall throttle setting.

Stator exit total pressure, static pressure, and air angle versus percent span for the near-stallpoint at design speed are shown in Figure 22. Mass-averaged total pressures across a statorgap, calculated from the tangentially-traversed disk probe and from the wake-rake measure-ments, were in good agreement. Static-pressure and air-angle measurements from a radially-traversed disk probe in the center of the stator-blade gap were compared to the mass-averagedstatic pressure and average air angle, calculated from the tangentially-traversed probe. Sincethese results also showed good agreement, it was concluded that tangential traverse wouldhave almost no effect on over-all and blade-element performance parameters.

B. Uniform-Inlet-Flow

: 1. Overall Performance

_ Over-all performance of the rotor only and the stage is presented in Figures 23 and 24. Tab-

ulated results are presented in Appendix 3. The stall line was established by extrapolating thecharacteristic speed lines to measured stall airflows, shown as slashed symbols. Stalled opera-

_-- tion above 100 percent of design speed was avoided because of high rotor-blade tip stresses.A maximum stage efficiency of 84.5 percent (Figure 24) at a pressure ratio of 1.946 and a

_,_ corrected weight flow of 180.4 lb/sec was achieved at design speed, compared with a designstage efficiency of 84.2 at a pressure ratio of 1.936 and a corrected weight flow of 187.1lb/sec. The rotor efficiency for the same data point (Figure 23) was 89.0 percent for a pres-sure ratio of 2.01, compared with a design rotor efficiency of 88.7 percent and pressure ratioof 2.00. The inability to achieve design flow was probably caused by local choking at therotor blade root, as suggested by the high losses in this region with the discharge throttle wide

open.

•_'_-_ 17

1970022191-028

Maximum rotor and stage efficiencies, as shown by Figures 23 and 24 are essentially constantover the range of compressor operation between 50 and 100 percent of design speed but de-crease 3 percent at 105 percent of design speed. Although a stall point was not obtained at105 percent speed because of stress limitations, the peak efficiency performance point wasidentified. The abrupt decrease in peak efficiency above design speed was the result of in-creased rotor-blade losses from 50 percent span to the blade tip. Stator losses at 105 percentof design speed are no higher than at design speed. "l_nefact that rotor efficiency at part speeddid not rise significantly above the level obtained at design speed may be attributed to a rotordesign characteristic: Channel areas between blades were designed to decelerate high Mach-number flow; and the converging channels between blades, optimized for design speed, weretoo small at part speed, forcing the rotor to operate at high incidence angles.

2. Blade - Element Data

Blade-element performance for a data point at design speed and near design pressure ratioagreed closely with design values. Figure 25 shows the rotor and stage adiabatic efficiencyversus percent span from the hub, compared to the design. Total-pressure-loss coefficient,diffusion factor, incidence, and deviation are preset.ted versus percent span from the hub forthe rotor and stator in Figures 26 and 27. Blade-element performance parameters were calcu-lated at stations corresponding to the actual leading_and trailing edge of the blades (St_tions8 and 9 of Figure 12). Rotor and stator blade-element plots for the entire uniform-inlet per-formance test are presented in Figures 28 and 29, with data tabulated in Appendix 3.

Rotor incidence at design speed (Figure 26) was more positive than designed over the entirespan because of the inability to attain design flow. Incidence at part speed was generally

;. higher than at design speed because critical area ra_:iosin channels between blades were sizedfor design relative Mach numbers, and they result in a lack of flow capacity at part speed.Maximum rotor diffusion factors were equal to, ol exceeded, design values over nearly the• . .-.

entire span except at the blade hub, where they ware lower than design. Rotor diffusion: factor increased with increasing speed but levelled off at 100 and 105 percent of design speed._: A maximum diffusion factor of almost 0.6 was achieved at 30 percent span from the hub, as_, compared to the design value of 0.55 at this span. Rotor deviations were greater than design,_ particularly at the blade tip, where a maximum difference of 5 degrees occurred. Minimum

•._: rotor losses (Figure 28) were equal to, or less tha_a, design predictions, except at 105 percent_ of design speed. Stator deviations were in general agreement with design except at the end_ walls, and the diffusion factor exceeded design values except at 5 percent span. Stator losses

.. _ and incidence agreed reasonably well with design values.

, tl Loss coefficients at the rotor hub (Figure 26) were unrealistically low, and in some cases v.ereslightly negative, while stator loss coefficients at corresponding spanwise locations (Figure 27)were greater than expected. The distribution of losses between the rotor and stator dependson rotor trailing-edge total pressure, which is usea in the calculation of both loss coefficients(Appendix 1). In the data-reducti0n procedure used for these tests, the stator inlet total pres-

sure is equal to the peak total pressure as measured by the stator trailing-edge wake rake atequivalent percentages of span. The gapwise distributions of total pressure at the stator exitfor various percents of span (Figure 21 ) show that, at 10 percent span, the peak pressure oc-curs near the stator blade suction surface. The peak wake rake total pressure at this percent

i

1970022191-029

of span may not be an accurate ..pproximation of the average total pressure at the stator inlet.Because of the tendency of the low-pressure rotor wake flow to migrate toward the statorpressure surface (Reference 7), the peak value of total pressure downstream of the stator maybe above the level of the average stator inlet pressure.

Peak wake-rake readings were used because they generally produce more reasonable blade-

element data than either the stator leading-edge traverse probes (which strongly affect rotoroperation due to their blockage) or stator leading-edge impact tubes, whose recovery varieswith stator incidence and which are difficult to maintain in good working order. The statortrailing-edge wake-rake impact tubes operate with a much smaller air-angle variation thanthose at the stator leading edge.

An alternate method for evaluating rotor exit pressure was also investigated. Plots of pressureand temperature across the stator gap reveal that areas of high total pressure are also areas ofhigh total temperature, so that the local efficiency does not exceed 1.0. The gapwise distri-bution of total pressure ratio, total temperature ratio, and local adiabatic efficiency at thestator exit at 15 percent span for the maximum efficiency point at design speed (Figure 30),shows that the free-stream region of the efficiency plot appears to give a direct measure ofrotor efficiency at a spanwise location. Using this efficiency with the corresponding spanwise-mass-averaged temperature rise to calculate rotor exit total pressure profiles provides a morereasonable distribution of losses between the rotor and the stator. Figures 26 and 27 showspanwise distributions of rotor and stator blade-element performance for the two methodsof determining rotor exit total pressure. The free-stream-efficiency method eliminates theproblem of unrealistic efficiency and loss near the hub without affecting the other spanwiselocations. Rotor deviations and stator incidences changed significantly when calculated withthe free-stream-efficiency method.

Blade-element data for design-speed performance points are presented in Figure 28 and 29for both methods of data reduction. Blade-element performance of the rotor and stator forthe alternate method is tabulated in Tables 10.7 to 10.12 in Appendix 3.

3. Distortion Support Screen Effects

Open-throttle, part-throttle, and near-stall performance points were taken at 70, 90, and, 100 percent of design speed with the distortion-screen support but without distortion screens.

Since performance was not affected by the support screen (Figures 31 and 32), the uniform-!i inlet-flow performance provides a valid basis for determining effects of inlet-flow distortion.

C. Radiall)_-Distorted Inlet Flow

,_ A radial-distortion pattern which covered two-fifths of the rotor inlet area provided a distor-_ tion parameter of 0.16 with the discharge throttle wide open at {00 percent of design speed.

Figure 33 shows the total pressure and meridional velocity at the rotor inlet versus percentspan with radially-distorted inlet flow for wide-open and near-stall throttle conditions at 100

: percent of design speed.

19

1970022191-030

1. Over-all Performance

Over-all rotor and stage performance with radially-distorted inlet flow is presented in Figures31 and 32. A 15,000 psi vibratory stress boundary prevented steady-state operation at a

near-stall throttle setting at 70 and 90 percent of design speed. The stall line with radially-distorted inlet flow was lower than with uniform-inlet-flow. Maximum stage efficiency atdesign speed of 78.4 percent occurred at a pressure ratio of 1.774 and a corrected weightflow of 177.2 lb/sec, which was 6 percent lower than the maxim0m stage efficiency withuniform inlet flow. Maximum corrected weight flow at design speed was 4.5 lbp,'.'c, lowerthan with uniform inlet flow.

2. Blade-Element Data

Rotor and stator blade-element performance for radially-distorted inlet tests is shown inFigures 34 and 35. Blade-element performance with radially-distorted inlet flow is comparedwith uniform inlet flow at I0, 50 and 90 percent span from the hub for the rotor and stator.The rc.'or-blade tip, with radially-distorted inlet flow, operated at increased positive incidencedue to low axial velocity in the distorted region. The levels of loss, diffi_sion factor, and de-

:' viation at the rotor blade tip for design speed were essentially unaffected by the distortion.Rotor mid-span and root incidences were negative and losses increased. Stator-blade-tip in-cidences were slightly more positive than with uniform inlet flow and became negative at theroot. Tabulations of the blade-element and over-all performance data for radially-distortedinlet flow are presented in Appendix 4.

D. Circum ferentially-Distorted-lnlet-Flow

A circumferential distortion parameter of 0.20 covering a 90-degree arc was achieved at therotor inlet with the throttle wide open at design speed using a 120-degree full span screen.

_ 1. Over-all Performance

• Over-all performance with circumferential inlet distortion is compared with uniform-inlet-

S. flow performance in Figure 36. The maximum stage efficiency at design speed obtained: with circumferentially-distorted inlet flow was 77.7 percent at a corrected weight flow of_} 173.1 lb/sec and a pressure ratio of 1.747. Flow range with circumferential distortion was_ higher than with radial distortion. This greater flow range gave a higher stall line even though

stall pressure ratio was lower than with radial distortion. Stall flow at 100 percent of designspeed occurred 15 ib/sec lower than with uniform inlet flow, but with an accompanying de-

I crease in pressure ratio. Stall at 70 and 90 percent speed occurred at approximately the same

flow as with uniform inlet flow, with a smaller decrease in pressure ratio than at design speed.• High vibratory rotor-blade-tip stresses limited the range of steady-state operation at 90 and

100 percent of design speed. Because of the limited operating range, only two performance" points were taken at 90 percent speed. Tabulations of circumferential distributions and over-

all stage performance are presented in Appendix 5.

i20

.. ti

q970022q 9q-03q

2. Circumferential Distributions of Velocity Vector Parameters

Rotor inlet circumferential distributions of total pressure, absolute and relative flow angle,absolute velocity, meridional velocity, and absolute Mach number are shown in Figures 37,38, and 39 at 10, 50 and 90 percent span from the hub. Measurements from radially-traversed disk probes at the rotor inlet at twelve locations relative to the distortiG,, screenwere used to construct these plots. Stator discharge circumferential patterns, measured by

disk probes at stator mid-gap, are shown in Figures 40, 41, and 42. Circumferential distribu-tions of static pressure at the rotor inlet on both the inner case and outer case are presentedin Figures 43 and 44.

E. Rotor Blade Tip Static Pressure Contours

Static pressures over rotor blade tips were measured by ten high-fxequency-response pressuretransducers. Data were obtained over a range of compressor operating conditions at 70, 90,100, and 105 percent of design speed ,,vith uniform inlet flow. Figule 45 shows four typicaloscillograph traces of static pressure versus time. At the rotor leading edge, the static pres-sure rise caused by the shock occurs near the pressure surface and moves toward the suctionsurface at measurement locations downstream of the leading edge.

Shock position with respect to the blade tip is shown in Figures 46 through 60 as a series ofpoints, each representing the location where the instantaneous static pressure rise was ob-served on the oscillograph traces. Contours outlining static pressure regions over the rotorblade tip are shown in Figures 49 through 54 and 58 through 60. A rotor performancecharacteristic and the axial distribution of wall static pressure over the blade tip are also in-cluded in the figures. Figures 49 through 52 show the rotor tip static pressure contours overa range of flows for 90 percent of design speed. Both expansion and compression fields areindicated by the contours ahead of the passage shock. The expansion (Figure 49) along the

! suction surface during flow alignment is followed by a compression field ahead of the passageshock. This precompression results from the blade shape at the entrance region, which was

: designed for precompression to reduce the passage shock loss. The static pressure rise in thisshock is about equal to the rise in the precompression region. With open throttle, shocksare nearly attached and are oblique. As back pressure is increased, the shocks become strongerand farther detached. Normal shocks wet'e never seen, even at near-stall operating points.

These data are considered qualitative due to the difficulties in obtaining highly accuratequantitative measurements of pressure fluctuations. In view of the inherent inaccuracies,

._ no attempt was made to construct fields of relative Mach numbers or to calculate shock _:strengths.b

J

21

i

1970022191-032

REFERENCES

1. Keenan, M. J., and Bartok, J. A., Experimental Evaluation of Transonic Stators, Dataand Performance Report, Double-Circular-A rc Stator, NASA CR-54623, PWA-3404,1968.

2. Keenan, M. J., Harl:y, K. G., and Bogardus, G. A. Experimental Evaluation of Tra,sonicStators, Data and Performance Report, Multiple-Circular-Arc Stator A, NASA CR-54621,PWA-3260, 1968.

3. Keenan, M. J., and Bartok, J. A. Experimental Evaluation of Transonic Stators, Dataand Persormance Report, Multiple-Circular-A rc Stator B, NASA CR-54622, PWA-3356,1968.

4. Gostelow, J. P., Krabacker, K. W., and Smith, L. H. Jr. Performance Comparisons ofHigher Mach Number Compressor Rotor Blading, NASA CR-1256, 1968.

5. Monsarrat, N., Keenan, M. J., and Tramm, P. C. Design Report, Single-Stage Evaluationof Highly-Loaded, nigh-Mach-Number Compressor Stages, NASA CR-77562, PWA-3546,1969.

6. ASME Research Cemmittee of Fluid Meters. Fluid Meter.¢ - Their Theory and Application,Fifth Edition, American Society of Mechanical Engineers, New York, :4. Y., 1959, p. 47.

7. Kerrebrock, J. L., and Mikolajczak, A. A. lntra-Stator "l'ra_._port of Rotor l_;,_kesandIts Effect on Compressor Performance, American Society of Mechanical Engineers,Paper No. 70-GT-39, 1970.

.

iI

1970022191-033

24

1970022191-035

Convex Surface Concave Surface

Leading Edge Trailing Edge

Figure 6 Muitiple-Ciccular-Arc Rotor Blade

26

' 1970022191-03

I

• t -_L

i J

Figure 7 Assembled MCARotor

27

1970022191-038

m amI

Leading Edge TrailLng Edg,e

Figure 8 Multiple Circular-Arc Stator Blade

28

i

1970022191-039

Figure 9 Assembled MCA Stator

29

i

1970022191-040

30

i

1970022191-041

II II II I IIIIIII

ii

I

"t1

XP-99889 XPN-I 815

Radial Temperature Traversable Total Pressure Wake RakeRake

• f,

XP-99886 XP-99893

Total Pressure Traversable DiskRake Probe

Figure 11 Typical Instrumentation

31

1970022191-042

S::IHONI,--,1:I31:JWVIQ88 9g _ 8C V_ O_ 9L _L

I I I I I

r,8_ o

3NV'Id gl. 'ON I_i_ o

NOIlV.I.N31NM:IISN I _ ___qNV-ld t_L"ON 0i_ ._NOIIVIN:II/_IFII:IISNI I'£ I 'ON _._

39Q::I ONI'IIVI:I.L I::IO.LVJS I_I "ON g

i_I 'ON "_

;IOO3 9NIOV31 EIOlV.LS I l 'ON _)

(NOIIV£S £NV'IS) __,_ _%%_ i_l ,--IZlga3 9NITIVEIJ.I_010EI Ol "ON ="_ 6 "ON

NOIJ.V.! N3_FII'IXSNI _ _ =

onOl:lHS 8010..._.(OL =11=11"101-13:1S 8 ¢_ 0

S'8 "ON / _ Zm "_m

(NOIIVISINV'IS) _ 8"ON UOIOH ¢=1

3003 9NlOV37 UOIOU I." _ I, -- o/_..--_'_'9 'ON _ !_1

_NV'ld __________ 1"9 "ON '_" '-I-- J3NOIIVJ.N31NF16.LSNI _'-._ 9 "ON o

"_. i_'S "ON 0 ¢-_ p:Z: ""I. "8 "ON '_'-, Z: g 'ON ,-I c:• _- _ 0

:" IT'ON _ r._

J .,..i

•: <

: 8 "ON

e ¢)

" _ "ON 9L- _.

,h"

-_ gNV'Id 0i_-

, _. NOI.LVJ.NalNnI:IJ.SNI V _ "ON

'I _,g-

N_=IHO_ | "ON NOIIVI$1:I]81NVH:) INRN=J'Id 0 "ON NOIIVJ.S •

t 32

|._.-

1970022191-043

21.'7 _

6 ° O PS WALL STATICS

T T FIXED

TEMPE RATURE RA.<E_. 234 ° 162 °

DISK TRAVERSE

PROBE

• PT WAKE RAKE

STATION NO. 5.1, 5.2, 6.1, 6.2, 7.1 STATION 7 STATION 8.6 [7 PT FIXED R/_OIAL

351 25 ° 5 58° 356.33 u RAKE

324 7c o O° t8 o 45 ° 141-67° 24"55° RESPONSE

56 44 ° PRESSURE PROSES

7 70 S3 °_ M5 _2

- + - . ";'o,,, - -+ ., o2$1 I ° ' 120 15°

246 87¢

16o \ o

l I{ 1\"6_o 249.e7 o,.ss II . ,2., 0o 169 88 176 33'"'llo!:L;

1774

STATION 10 &IATION 12 STATION 13.1

1

" Figure 13 Circumferential Location of Instrumentation, Viewed from Rear

33

1970022191-044

I _ _

, _,

r • _ ,z.

'_" _ __

t

il °. °_

;', ] ._g u

, _OdJLd'AIJt^OOtH _HBSStl_d "IVIOII

¢-

g

i

] 970022 ] 9]-045

1970022191-046

,,_ 32oo '_" _ /_ ....... O WIDE-OPENTHROTTLE

p O PART-THROTTLE

_q_o X .... _ NEAR STALL THROTTLE __

I 3"-'_ _ I_,_ , , I I , ,

300o _. A - .A. ,m. p

i

,_ =_ _2oo-C_-_._-O_____ O_ -(3 .,-.._ O..--.. _ ---O--- --u- --,O

_= ,,oo¢

ck _ -o_-o_--o o_6o0

,I,I0

- , ,_ ,oo r -n"--'---rn-_._:l,._

: ;<

¢-_' 8o

£ to 2o 3o 4o Go 6o 70 8o _ 1_

i SUCTION PERCENTG/_p ATSTATr_dEXIT PRESSURE

• SURFACE SURFACE

Figure 18 Circumferential Variation in Stator Exit Total Pressure, Static Press.re, and

i Air Angle from Tangential Traverses at Station 12, 100% Design Speed, 10% Span

1970022191-048

"_---_ , ' _ i i - r i 1/ o _,oE-oPE.T.RO.TLE I I I I // O )ART-THROTTLE I / I ! I

• _ i / i ! I ! !

_oo\ I i/ L I , i 1

340O< #

_ 2,J...................................

r

170C

....A3._ .dj--_ _..c _--- -_O.-- --'4B--- -C]-151111

110

mIg

: _- '_ i_ ....i,.i

e _ 40k

¢. ,o 20 _ 40 5o 40 _o 8o go ,oo

' SUCTION SURFACE PERCENT GAP AT ST_TION EXIT PRESSURE SURFACE

Figure 19 Circumferential Variation ir. Stator Exit Total Pressure, Static Pressure and Air

Air Angle from Tangential Traverses at Station 12, 100% Design Speed, 50% Span

1970022191-049

4200' I I

El WIDE-OPENTHROTTLE

O PART-THROTTLE j_ _ __

_ _._ .-.--o ----o -o- --o

22OO

,OOO

'_ _"')_ L .........., :o-_o--o- o _o --x_---o o- o---i_-i_: o_-o

_-,_oo,___...__ :-o..._ _ ..__" 1700,,¢

1600 _--

Z< iE

aoi . ,-_o _o _ 3o 4o 5o eo 7_, 8o _ _oo

SUCTION PRESSURESURFACE PERCENT GAP AT STATOR EXIT SURFACE

Figure 20 Circumferential Variation in Stator Exit Total Pressure, Static Pressure, and Air

Air Angle from Tangential Traverses at Station 12, 100% Desigr, Speed, 90% Span 1

i,9 t

1970022191-050

| 40

1970022191-051

2O

'18 105%

SLASHE El SYMBOL1OO%

INDICATESI STAt.L FLOW LIMIT

O

S[ALL-LIMIT LINE

14

70% N/V_ 7

I

/0 90 110 130 150 170 190

•' _ CORRECTED WEIGHT FLOW _ Wv/"_'_ / _ _ ._S. / SEC.f

'i¢

Figure 23 Rotor Over-all Performance with Uniform inlet Flow

4J

i

1970022191-053

BO

uJ

'°'7 DE:_IGN POINT/

2 2_ FLOW 187 1 LBS/SEC--

P/R 1 936

842 PERCENT

2O

1.8

SLASHED SYMBOL_ INDICATES STALL 1¢)5%

_. LIMIT FLOW

° tSTALL- LIMIT LINE

" t1.4

7B% N_

?

-' 70 90 110 130 150 170 190 [

CORRECTEDWEIGHT FLOW _ W,v/_7/,_7 _ LBS./SECo {1

J

Figure 24 Stage Over-allPerformance with Uniform Inlet Flow

43

1970022191-054

100 I [ I '

O BASED ON STATOR EXITFREESTREAM TOTAL PRESSURE

STAGE i Q BASED ON STATOR EXIT

'_.- i F REESTREAM AD'ABATIC EFFICIENCY

70 --

Zw

U 110 I [

ROTOR I

,_ O0 0

Op 1...__O )

.'_ 80 _-- _4";J

d" 70 '"O 10 2=0 30 40 50 BO 70 80 90 100

% SPAN

• ii Figure 25 Rotor and Stage Spanwise Efficiency

!

1970022191-055

I I I , i

a

'i io,3. _ 03

g

t 13 o.__ --- "J _'

° 0c oI I I_** HUll _ IPAN TIP

?,, Fi/_ure 26 Comparison of Spanwise Rotor Blade Zlelnent Performance

45 ,i'

q970022q 9q-056

t*IEflFO_IMANCE DA i A BA,_ 3 ON STATOR EXIT FRE| STIqEAM TOTAL PRESS

q_ PERF[ORMANCEOATA BASEDON 5TATOR EXiT FREE STREAM AOIAIATIC E,FF --

; l:---_ 4-/-

o ___ I;L.._ I

I

_ .... -li /

I

0 06

: _ °_--__--_2- ' , °

"-- o3!

." OJ

t3

_' o2,,' (0 O

o, _ - _

' I_ °!" ,o _ _', HUl TI_

• "a'_ % BAN

i. Fit,ure 27 Comparison of Spanwise Stator Blade Element Performance

i:_ 46

1970022191-057

1 II _ %DESIGN MACH NO.

SPEED RANGEJl 190 0.WU- 10131

<) Joo oe_ o901e |

0 _ _ 90 0.0170 O.IIm6 ..____a . .,. o._ F IO M 0.43_ - 0.481Z .e_NSYIV_IIOLO,'SIEDON5TATOnEXlT

Fg_ESTREAk,TOTALPAE_UREDESIGN POINT CLOS_OSYMOOLmASt_ ONSTATgREXIT

FREISTR_AMADI'_eATIC[FF IClfNCV.s J l , ,, ,

.E

Figure 28a Rotor Blade Element Performance with Uniform h:let Flow._ 5% c;=_n

47

1970022191-058

: I_ '"°°-L_-_-. _,I_ .......,_ ,_. Io -- _o.,o.--.c.',o _ _1 <J

m

"_ O 106

< 1O447 -10I_ I_ ,-- _ 1_ 0N3G 1.0124

..x $ .... _ ..................... _,3.

<_ 70 01•31 - 0 Bill

°--_ . 0,0._0,. ............. l ......... ]....

01[IIGN POINT I

OPEN _YA_nOL e, $[D ON STATO_ EXlTrA(.KSTR[aM 'OTAL p_f SSLm_

CL_IO $_MKOL eASlb ON STATOR LXlt 1

L

__ FREESTREAM ADIAIATIC [F FICll NCy I

!"-- '-' oooOO..................o, .... q _ _i _--_ .....

Is

' 10 i ,, _,V

-ILl L

-4 -4 -I • e • _l 11 |

I_I ILl, _B _W_. It, BIIB

Figure 28b Rotor Blade I_;,:.-_entPerformance with Uniform Inlet Flow, 10% Span

lI

i

1970022191-059

1S

maim/

rs 0 105 _o_o-,1. I__

0 loo 1.o3,31.o_2o

gO 0+9431

o_ ,o o.,_, t {OeFNSYMBOLBASEDONSTATOmE'-,111"

'_ 50 0,5077 FF:EESTREAMTOTALPRESSI,RECLO$[DSYMBOLBASEDONBTA'OREXIT

I .

0.4 l 1 :

0.3

G

: 4, O <3 q

+.: o U_>O O+

'4| -0.1

41 -4 ._ 0 I 4 l 10 111

INCIDIN¢I ANGLE, IIUCTION IIURFRI, Ir DIGRllEI

Figure 28c Rotor Blade Elemeh: Performance with Uniform Inlet Flow, 15% Span

1970022191-061

II

is I

% DESIGN MACH NO. 11_SPEED RANGE

-- -- O 105 1.2292 - 1.2552_ __--

['1 100 1 1543 1 1871

90 1 0151 - i 0514

<_ 70 0 7701 - 0 8071

-- _] so o.541o - "_sssz t

/

IDESIGN POINTOPEN SYM'_QL BASEO ON _;TATOR EXIT

FRECgTREAM TOTr = PRESSURE

CLOSEOSYMBOL BASED "N STATOR EXIT

• FREESTRE AIMADIAdATICIE FF ICIE NCY

8

°<3? ,< % I

u.

2

o , i

-' o4* I

03 _ i

_' I::] l• _-

_u

:o, • J

._ o.1 _N<] _ _ _q

i o

-0,1

-$ -4 -2 0 2 II I 10 12

INCIOIENC| ANGLE. SUCTION IIURFACI_, i s, OEGREES

Figure28 d Rotor BladeElement Performancewith Uniform Inlet Flow, 30% Span

t

i

1970022191-062

2o _ 0e_,GN .kCNNO.SPEED RANGE

O 105 1 3749 - 14089

rtloo 1_ml- 1 33_

90 1 1349 - 1 1766

<3 70 o.e_3o- o._15o

% 10 _ iq 5o -o_77 o..:,7-

_ DESIGNPOINT ,_ '1 q _]

FREESTREAMTOTALPRESSURE _ I

CLOSEDSYMBOLBASEDON$TATOREXIT ._1

5 n FREESTREAMADIABATICEFFICIENCYIo

s I

., ]= ",l'_="°°_0 0 <1 _,_qi oL 4

q

.2

0

0.4

0.3

,4

i

i-41 -4 -2 0 4 I 10 12

1 INCIDENCEANNLE |UCTION SURFACE,ir OEGR|[|

: Figure 28 e Rotor BladeElement Performance with Uniform Inlet Flow, 50% Span

51

1970022191-063

20 %DESIGN SPEE() MACH NO RANGE l

O 105 1 5042 - 15310 J

ln 100 1.4093- 1.4803

15 -- _ 90 1 2416 - 1 2836

<_ 70 094e3 + 0_37

_;_ 50 0 ,_671- o 6512?,_ 10 ---

._ _ DESIGN POINTOPENSYMBOLBASEDONSTATOREXIT

CLOSED_YMBOLBASEDONSTATOREkIT _ I_

FREESTREAMAOIABAT4CEFFICIE_.CY- j _q < _3>

e

5

+ I

.S F

.6

= O= e t a_iiJ >

- 4 _ 'q5 'q

2

_ 0,p

0,4

P.]+ 13

_ 0.2 ,

_^¢ < ,_

'_. _ o.1 r. = _+, +,% +0

,,411

--41 ...4 ..| 0 2 4 I 10 12

INCIDENCEANGLE, IUCTIOll SURFACE, is.DElIRl FA

Figure 28f Rotor Blade Element Performancewith Uniform Inlet Flow, 70%Span

1

52

1970022191-064

?0%DESIGN MACH'NO

IPEED RANGEOlOS Ir_4a _6o74

loo 14916.1.5257

15 ---- _ ]--- 1.3138- 13565 ....

<3 7O 10O73-1O390

50 0.7060 -0.7314

O DESIGN POINTQ

_,_ 10 -- OPENSYMBOLBASEDONSTATOREXIT IFREEST_EAMTOTALPRESSUHE

EREESTREAMADIABATICEFFICIENCY

' t< <

_ 5 -- -

I

-5

.S

.6 ....

o , _ DOq ,q

.2

'' 0 1 ......

0.4

;

0.3 :

13 L 0 0 <3 i

,q ,qo.1

0

, 1-0.1 |

_; 4 -4 -2 0 2 4 0 10 12

INCIDENCEANGLE,SUCTION SURFACE.I I, DEGREES

[. Figure 28 g Rotor Blade Element Performance with Uniform Inlet Flow, 85% Span

(

_ 53

1970022191-065

20

I I%DESIGN MACN NOSPEED RANGE

O 106 1.6107 1 6311

16 ---- -- _'1 100 1.5173 - 16489 ....

0 9o ,3_. ,.3,s

• '(_ 70 1020g 1.05590

_ so o.72ooo.74_ IO DESIGN POINT _ 4_ _] ' '

E [ FREESTREAMTOTALPRESSURE-- CLOSEDSYMBOLBASEDONSTATORExIT ---- m Ill

. FREESTREAMADIABATICEFFICIENCY_mm

Io

-E --

E m

.4 !_ <:]j !°°<3 '_1

.2

: 0

,_ 0.4

i

-.._; 0.3

_' _ o.1-

/

INCIDENCEANGL|. SUCTION8URFAC|, |r DEAR|||

Figure 28 h Rotor Blade Element Performance with Uniform Inlet Flow, 90% Span

1970022191-066

20

15

lO _ -

%DEII_GN kIACH NO.

-_ 8PIEED RANGE

C_100 1,M15 - 15710

4_90 1 3¢144- 1.3N00 i F

4:_ 70 1.0378.1.0716 II

q_ SO 0.7334 "0.7_,_2 OPENSYMBOLBASSOONSTATOREXiTFREESTREAMTOTALPRESSURE

• DE_GNI_)INT CLOSEOSYMIlOLBA_DONSTATOREXIT•6 i , j FREESTREAMADIABATICEFFICIENCYI | I

.8

.6o

_q

.2

0

0,4 --'

• j <1

.w

0.2.. % ,q _]

t_" 0,1

0 _

4 4 ,2 0 | 4 I | 10 tl

|NClDEN¢II ANGLE. 8UCTIONIKmFAG|, Ir DE_R||8 |

Figure 28 i Rotor Blade Element Performance with Uniform Inlet Flow, 95% Span

, 55

1970022191-067

56 t

1970022191-068

" ]'L,'I_4CHNO [•,DeSiGN_,,elo M_G|

0 101 O,,Imk¢0Ul3

Q _ omm o,_

J" _ 0 to ow.J oM..e3

,X

'_ _i__ °

FnH_TMe*_TO_A_e_ts.;t,Re 0clOseosvumoLaAs(nn_STA_OnEX,t

| - cFFF.¢**NC_...............

'10 1 .

°i.........° ' I

I

°' I [

" ) °' ° m o)._ _ o o o_

< _<) I 0 •

m I0 _1 -1| It _1 O 2 • 0 IQ

". oor.o_| AJi.al4.| _TK3_J _ °JJ4;IF._r _4G_H°

Figure 29b Stator BladeElement Performance with Uniform Inlet Flow, 10%Span

1970022191-069

i l -- I --T......I _

i

_, _ I 0 _ ii I

#

Figure 29 c Stator Blade Element Performance with Uniform Inlet Flow, 15% _pan i

58

1970022191-070

Figure 29d Stator BladeElementPerformancewith Uniform Inlet Flow, 30%Span

im _9

1970022191-071

" 11*JAC_ NO

20 _ ILDESlGNI_EED RANGE __

01m _TS_S O.d_M of_NsYueote*sE. _STAIORE_ff, ne_s_[A_ 1OT^_ P_f SSURe

CLOSEDSYUIOLeASEO _ STA_O_EXfT

IO N o4?ti tTm ....

-_ ,_ os:7*.omm 0

_" qa" o J 0 <_4,q n °1_i Gg°

- !i I t 1_ J f !

f

u

_" 0 _ 0 )_s q's

_4 ] I° J I I

.... I I

. g

i IN_IDtNC_E ANGLE, _UCTI_ _11/_FA_E. It. r_GREEI

Figure 29 e Stator Blade Element Performance with Uniform Inlet Flow, 50% Span

60

1970022191-072

O4

L3

" r,, oz /6

01 d¢l

i A

IK INk_, ANGLI, IUCTION IURFKI, is. OIGN|lll

Figure 29 f Stator Blade Element Performance with Uniform Inlet Flow, 70% Span

61

1970022191-073

I,

. to O

is ---- 0 I _ •

<)1:11 " _ oEsJm+ _c_<3of :") .,,,,<.a 4 0

tO ., , 0 100 &'41 &TN_

O mum o.,2

+ 70 Itlll: 14111

> I_N _y_L eA_o oNsrA_c__X,T I_ _SI_ _NT

I ......................i {cLo4_o_MIOL iAs_oONS_AIOR_XITFMIEIEST_EA_AOIAIITICE%FICIE_CY

J' ] I

Io

+'° t _ t0.4

?

ILl ..

• ^ O _ <• '-....... -o d_ ,.+,_ .,,

-N 11 -M -14 41 to 41 4 -4 ,I o _ 4 e 8 1o 11t'. I_V_IHKI ,_L l. IlUCTIONIURFACIE.Jv DIGFIIEEI

Figure29 g Stator BladeElement Performancewith Uniform Inlet Flow, 85% Span

._-

!

I °' l

1970022191-074

E ) o' io% :

O II0 • • Ol

• MAtH NO

_'_i _;] _1 <_ 1 "_DESIGN _+[ED ' RANGE i106 o7ZTS-O 7E72

N

6 _. 70 051O60m IIC_'_NSVVIOL|ASfO _ STATOmEX,T

_.CFSTrE_ TO,At _R_SSUA_O OESI(]N l'OI NT cLO,_o SYMI_ LeASEIJON ST_*O_ _XIT

o ' I L 1 I i ......i'........7...........;_

i ! ' [ ,, I1

o

i I °" °°_ '_'_ _°. m_ ° N °IO < o

ox _ (I

"I I13 o.3

I0-4 0 _ • I I I# 11. II 11 14 .11 -10 all

:_ IflClDENCE _GLI IU_TION IUIIFACE, i HGRIEEI

#

t Figure 29 h Stator Blade Element Performance with Uniform Inlet Flow, 90% Span

_ 634

1970022191-075

a_

4 '_ onlC QN

% °on o om t

o 15 _

% DIESIGN MACH NO

SPEED RANGE

(_ lC_ o7_ o 74u

!,o _ 1_ 0_70 072S7

_ O ,o o......

I _ r_ 0 3a_7 -0 3M_oPE_ s_soL ,_sE o o_ st^ rnR E x,l

...................... , OeeaGrrOiNTi¢Loseo ._ _BO, BASEDOe_STAreR eXl; IFREeSTP._AMA01A6Ar_CEFFlCreNCYI 1 ,, l

" i 'I_ o.1

¢

10 11 -14 1E 10 -I 4; 4 2 0 2 4 l 10 1!

_.e-

Figure 29 i Stator Blade Element Performance with Uniform Inlet Flow, 95% Span

64

1970022191-076

1.0I FREE _ _ STA:rOR .... 'FREE

WAKE

0.90 _, ; _

_ c= _C "

, o.so 1 1_', PRESSURE SUCTION

_': SURFACE SURFACE"_ 0.70 J

_' 5(3 60 70 80 90 0 10 20 30 40 50

% STATOR GAP

Figure 30 Pressure Ratio, Temperature Ratio, and Adiabatic Efficiency vs. Stator ExitGapwise Location at 15°_,Span, Near Design Data Point

65

1970022191-077

t

>-

Zu_ 80

mg.u.gJ

707/2 2 L UNIFORM INLET_ OPEN SYMBOL

SUPPOR r SCREEN ONLY ........ CLOSED SYMBOL

RADI_ L DIS i'ORTION SCREEN ...... X'E D SYMBOLSLASHED SYMBOLS INDICATE SURGE

_ 15,00C PSI STRESS BOUNDARY

2.0

18 I

: 100%

UNIFORM INLET FLOW

STALL-LIMIT LINE

I_ 160

<

= RAO,ALLVO,STORTED•: _ iNLETFLOW

_1 STALL-LIMIT LINE

"_ u_J 1.4:, n,-

.... 7o_

CORRECTED WEIGHT FLOW _W V_7/_./_ LBS/SEC

Figure 31 Comparison of Rotor Over-all Performance with the Distortion Screen Suppcrt,Radially Distorted Inlet Flow and Uniform Inlet Flow

66 i

1970022191-078

9O

>-

Z

_oLLLLhg

JUNIFORM INLET .............. OPEN SYMBOL

2.C _ SUPPORT SCREEN ONLY ........... CLOSED SYMBOL ....

RADIAL DISTORTION SCREEN -X'ED SYMBOL _ I

SLASHED SYMBOLS INDICATE SURGE

_ 15,000 PSI STRESS BOUNDARY

1.8

r,.e:7-

a.

I-< 1.6

u.I UNIFORM INLET FLOW

= STALL-LIMIT LINE _ _9O%

'_ 1.4 _ _ LIMIT LINE

1.2 "¥

1.©_ 8o .'_ 13o 15o "'t_ I_

CO.RECTEOWeIQHTFLOW~WV_7/_~ LeS_eC

Figure32 Comparisonof StageOver-allPerformancewith the DistortionScreenSupport,

RadiallyDistortedInlet Flow and Unifozm Inlet Flow

1970022191-079

" STATION 7, 100% DESIGN SPEED

2400

0 2o 4o 60 8o loo

HUB TiP

Figure 33 Spanwise Variation in Rotor Inlet Total Pressure and Meridional Velocity withRadially Distorted Inlet Flow

68

1970022191-080

• I

i nnuul

° i_,o___<_ <_ .... oo,,ii•

i i• II_" 0 ---- %DESIGN MACHb;O ........ _ q--< SPICED RANGE

tI-1 loo 1,or_4 1oTzs

_0o o•,_ o,mo

0 -- <_ 70 0,7*37 07303

O DlS_GNPOONT .... _--- --SOLIDSYMBOLSINDICATE LUNIFORMINLET FLOW

S I I i

i ""ill, • •

2,.

J

0

'_ 0.4 ' "'

i -_ 0.3

f -V ,. < Ii

r .+.• 4

• _,lpm• - 4 4 d __i

,4 -I li i 4 • | Ill II

ill(;iDIllCl ILl, IUCllON UFACI. ir lllllllH

Figure ._4 a Rotor Blade Element Performance with Radially Distorted Inlet Flow, 10%Span

69

1970022191-081

I I%DESIG_i MACH NO

SJ_EED FLANGE

r'l 100 13192 - 1333)_

16 ----

ql_ 70 0N49 OH

• DEIkGNPOINT

u_A SO_lO SYM•OL_ tPtDICATF'.3

_o" 10 -- *JNIFG4qMiNLET FLOt_

i ]o. 3ON

, *° 4

a

o 1 1

O.J

.! _

_ ao

4

i4 4 "Z -• 2 4 • te !|

• ' , "_ NOCIOIIIOCE/ddai.l,ltUCTtOddllUgqllA_'l,_NMIES

Figure 34 b Rotor Blade Element Performance with Radially Distorted Inlet Flow, 50%Span

t 70

1970022191-082

l¸MACH NO

I, DESOGN SPEED gANGE

_) lm 1 4713-1 4_42

• _m_ PCNNT_" 10 _ SOLIDSYMiK)LSINDICATE _ ,,

UNIFORM INLET g: OW

ii

|1 J ....

• nan 4 4, 0

4

Figure 34 c Rotor Blade Element Performance with Radially Distorted Inlet Flow, 90%Span

i

1970022191-083

o....... i,o_iT[, i ! I<_ 7o osam,4 o7111 I

0 D£SaGNPOINT

• .... L ----]7 ...... t ...... _ L i I J i ! i

': / : ii I ' i i I I I , , ! iI ___ J___

i l I 1 [ i _

i _ .f __ ol i 1 ) .__i i---_ _ . i I I

i 1 i , ,

i"

,03 I _-- --

: z ,

..........;.... °i " .......i I_ID_IE JUdH_Li_.S_ICTt04qI[_I_FACE ial,D_QIq_I_S

' - ,.- Figure 35 a Stator Blade Element Performance with Radially Distorted Inlet Flo,_, 10°_', _. Span

?2

I

1970022191-084

_EEO R_E

I-1 100 07470 0775o

_ (_ _,0 0714t 07llm __--

<J 70 os_.,o oslat

(_ D([$1(;NPOIN1SOLID SYMBOLSINtO.ATE

1.3 -- UNIFORM INLET FLOW --

_mm1 • •- I v 4.; 40 ¢ 4 o 240, q a ( m,4

m

S --

o 1 FII

a

) ¢ m mo _04 4

mo ¢ _ o

< • g m

" l _@ w o¢

i, "Ig

!

O4

_', 03 ----

.[ le I_ < m). "o, _ o

. 4 • b$4 I_ I • ") _ _ 40 _ 44 ° _0!_ o J, I

4 ) _m $ 10

-in ll; 14 IZ -I0 t_0OiEN(:NANGLE, _TI_¢ SUAIc_II,i DEaMIEI!IO IZ

. Figta'e 35 b Stator Blade Element Performance with Radially Distorted Inlet Flow, 50%Span

I

1970022191-085

t,

_ f

_ • ; 4tc_m _u4

4 <3

' 1I04 ] _

03 -----I?

g

o2 'O

I I" • ° ,

O-ZO -1| -lii -14 -12 -IO 4 4 ,,-4 -I il 2 4 G ii lii

INCIU|NC|ANGLE,IIUCTION_IRFAC|,os.OEGN|iiJ

" '- ' Figure 35c Stator BladeElement Performancewith Radially Distorted Inlet Flow, 90%Span

t 74

1970022191-086

90

7O

2.2/

IUNIFORM INLET -OPEN SYMBOL

2.0 --CIRCUMFERENTIAL 'INLET DISTORTION - SOLID SYMBOL

SLASHED SYMBOLS INDICATE SURGE ! ,_

r_ _ 15,000 PSI STRESS BOUNDA RY¢,.- 1.a /9

ILl

UNIFORM INLET FLOW t

CIRCUMFE ENTIALLY" 1.4 -,

:i: STALL-LIMIT LINE

I_ 1.2

70 90 110 130 180 170 190

1.0

WEIGHT FLOW "_WV_71_ 7 "" LBS/SECCORRECTED

Figure 36 Comparison of Stage Over-all Performance With Circumferentially DistortedInlet Flow and Uniform Inlet Flow

._, 75

1970022191-087

'Tki I

,i t/4 8_-

§_ =- ; - ; ; _ o = _ = ,-, ;::=- -_ _Z

_: o

< T-_ o- .=._

_: _ "l=

/p ""

__, _ !l

k

s | I I II f! I I I I " # ! I IVdId. ld Iili_ qVlOJ /I_ld - LA AII_liA ILn_l_ IiIiBi_ _ _ llONV MQql I/nloIIV

1970022191-088

0 [-, , m

"- \

_ _ ._ o_o_.,

) _ _ ,,.,,

_ I ! ! ! ! ! I ! I t I ! ! -° ! x n _e n

|.•_; 77

...._' 1970022191-089

1970022191-090

¢) II_

. _ ' _ _ziill I L' _.:

'l_i II, j Z=

__ ' ,,; _ _! o<o i

_o- ]l_lfllYk1314w31_vioi

• ' , o_ d

_: ' I _ OI _ -- -- i i:::l_ a,

! i ) _. I . I =<_

• . _-_•" _ /'1 D_=_

"" _ I t!r , iI I I I I! ! ! I I I I ! ' ' '

ydSki_ ld Ill#lIIIild lYJiOl 3il/JLd _ i^ _1.130"111IlL II'IQIIV 8I|MO_Q ~ llJ I1_ I_01d IImnl_im

Ii

1970022191-092

1l • ;=

tIJ

U) _-.

f 2

8,j 0

Z Z =

L _

i, f _°

0

VdSd Ld'IUrtsStWd :)I/VJ_

t 82

1970022191-094

83

i

1970022191-095

,__ TRANSDUCER

SHOCK __ (LOCATED AT ROTOR

LOC_'TION V LEADING EDGE)

_ PRESSURESUCTION SURFACE SURFACE

W TRANSDUCER

, SHOC,IC BLOCATION IAVERAGE SUCTION _ LADEPRESSURE SURF._,CELEVEL

SHOCK

LOCATI ON

TRANSDUCER _5

,. PRESSUR!SURFACE

r BLADE,,._,: SUCTION_-_ SUHFACE

.t SHOCK TRANSDUCE R -_

,,, LOCATIONr

4,

PRESSURE_" SURFACE BLADE

TIME

REFERENCETIME

Figure 45 Typical Oscillograph Traces Showing Presence of Shock over iBlade Tip

84 t

i

1970022191-096

1970022191-097

88

T" '

] 97002219]-] 00

90

1970022191-102

1970022191-106

1970022191-107

iJ.

o

D

ul.i_: _ w xa

%% _,-

'- 0 I:l/dil

• }l

_. _ o

_ _ VJSd ':IUNSS:IHd 31J.V,LS

0

96

1970022191-108

i 98 •

1970022191-110

TABLE 19

ROTOR BLADE TIP STATIC PRESSURECODE

SYMBOL ABSOLUTEPRESSURERANGE AVERAGE PRESSURE(PSIA) (PSFA)

0 O- 1 721 1 - 2 2162 2 - 3 3603 3- 4 5044 4-5 6485 5- 6 7926 6 - 7 9367 7 - 8 10808 8 - 9 12249 9- 10 1368

10 10 - 11 151211 11- 12 165,312 12- 13 180013 13- 14 194414 14- 15 208815 15- 16 2232

16 16 - 17 237617 17- 18 252018 18-19 266419 1.9- 20 280820 20 -21 295221 21 - 22 309622 22 -23 324023 23 -24 338424 24 -25 352825 25" 26 367226 29 -27 381627 27 -28 396028 28 -29 410429 29 -30 424830 _ -31 4392

100 1

1970022191-112

APPENDIX 1

• Performance Parameters

.-i::o

¢i

i '_}. 1131

1970022191-113

APPENDIX 1

Performance Parameters

a) Relative total temperature

=t8 [1+ _'- 1 2]T'8 2 (M'8) (rotor in)L .I

I _r8)2 - (wr9)21 (rotor out)

T'9 =T' 8 + _5, ---- .

:. __----[Rgc j:' b) Incidence angle based on mean camber line

i ,* (rotor)m =B'8-fl 8

i - fl* (stator)m = ill0 10

. c) Deviation .

OQ=•- fl'9 - _ "9 (rotor)

' _°= flll - _.11 (stator)i

i: d) Dtffuslov *_ctor

: V' - r 8 V09 r9V8 9 8._ D = 1 + (roto:)

_, V' 8 (rs+r 9) _ V'8r V -r V

_ D = 1 - _Vll + 10 8 10 11 8 11 (stator)

V10 (rlC + rll ) q V 10

e) Loss coefficient

_ P'8 IT, 8j _ -I -P'9-, • {

" ' _, -- (rotor)' P'8 - P8

PIO - Pll= (stator)

PIO - PlO

103

1970022191-114

f) Loss parameter

!

cos _ 92 ¢ (rotor)

_cos 8112 (stator)

g) Polytropic efficiency

v----'!17in P[_?]1) np=

2) ,Tp :, (stator)

10

h) Adiabatic efficiency_ _'-I

P_ ] -7- -z! 7#ad= LP7J (rotor)

I

L-if-0J

P12] ____j._l• .y

,: Lp_j -1Tad = (stage)

i LT°j -_

1) Wake blockage factor

N

K = . < pAV AVavgn

1970022191-115

APPENDIX 2

Symbols

105

1970022191-116

PKECED|NG PAGE BLANK NO/.,,-----_-

APPENDIX 2

Symbols

A - area, ft 2

Aan - annulus area, ft2

Af - frontal area, ,i_2

c - chord length, in

D - diffusion factor

gc - conversion factor, 32.17 lbmft/lb see 2

im - incidenceangle,anglebetween inletairdirectionand linetangenttoblademean camber lineatleadingedge, degrees (labelledINCM,Table 5)

is - incidenceangle,anglebetween inletairdirectionand llnetangenttobladesuctionsuriaceatleadingedge, degrees (labelledINCS, Table 5)

M - Mach number

MR - mass average inradialdirections(Tables15 and 16)

N - rotorspeed, rpm (N/_r"0-1abelledNCOR, Table 5)

P - totalpressure, psfa

p - static pressure, psfa

r - radius, ft

R - gas constant for air, ft lb/lb m °R

_ S - blade spacing, in

T - total temperature, °R

; ' - static temperature, "R

t/c - thickness-to-chord ratio

?

107

1970022191-117

U - rotor speed, ft/seco.

V - air velocity, ft/sec

Vm - meridional velocity (Vr2 + Vz2), 1/2 ft/sec (labelled VM, Table 5)

W - weight flow, lbs/sec

-1- absoluteairangle, cot (Vm/V 0 ),degrees (labelledB, Table 5)

_' - rotatingairangle,cot-I (Vm/V_), degrees (labelledB', Table 5)

- ratio of specific heats for air, 1.4

A_ - air turning angle, degrees

A_* - camber angle, degrees

6 - ratio of inlet total pressure to standard pressure of 2116.22 lbs/ft 2

_° - deviation angle, angle between exit air direction and tangent to blademean camber fin3 at trailing edge, degrees

- angle between tangent to streamline projected on meridional planeand axial direction, degrees

- efficiency, %

:" 8 - ratio of inlet iota: temperature to standard temperature of 518.6°R

' p - mass density, Ibs-sec2/ft 4

_ ¢ - solidity, ratio of chord to spacingt

I _ - total loss coefficient (labelled OMEGA - B, Table 5)pressure

_ - angular velocity of rotor, radians/sec

_ Superscripts:

I ' - relativetomoving blades* - designates blade metal angle

i 108

1970022191-118

Subscripts:

ad - adiabatic

1_ - polytropic or profile

r - radial direction

m - meridional direction {in z-r plane)

sh - shock

',_. ss - suction surface

: z - axial directiont

0 - tangential direction (labelled O, Table 5)

_. 0 - plenum chamverf

;. 7 - instrument plane upstreani of rotor

r 8 - station at rotor leading edge

;. 9 - station at rotor _atling edge

10 - station at stator leading edge

11 - station at stator traili._g edge

12 - l_.sU'ument plane downstream of sta_or

"l

| -i

1970022191-119

i_c,,c._cDING PA_E _L,ZNK N:.a/" /":

APPENDIX 3

Blade-Element and Overall Performance withUniform Inlet Flow

111

1970022191-121

PRECEDING PAGE BLANK NOT FILMED.

1970022191-122

114

1970022191-123

iWl .-0.-0 ..4 _1 al. i_ _1 _

l.l. trlll_lll_.l_l_ _1" • . • . • • • • • * " • ° " • " °

g _ 0 (_11. I_l I¢l .-I I0 .-I 0 (_1P- _0 _0 @ _0 -'1.1" P" I0 i,.)a .i 1 I_i_IN p..i

(_ Ir r- IF _i ¢_ k_ I_ qO D j

3[.i,. _l'll_lNll'trl " " " " " " " " " )El I | I /I I I I

__ _ _ ..... , . . ._._ . .........o_. ,,,

b. t/1 f,- _ I_ ::1,Iq _ tn tnI_.<*"1• * * * * • • * • _, _O_ol_-I,-ao_oeOIO_ " ! ! ) I I I I i

h_ _ ik! I I'' I I'_ .-i .-.m(_l I*

ou.O

tl*_ I LI; 00 ¢:) 1"3.-* qDU'J_3 000000000...d

I:= O' .'1";"1r.- m _ _ _- -.i b.' W In .,I' In _ ,n ao ,.') ,_ _1 _1 ,.4 in _,1.o i. _ I_ _" -.4 b.,l-II • . • • • d * • •, ......... _'--_,-,-,o_,*- o_.__oo_

_ _'(°°°°°°°°°

_ (M I0 0', I_ U'I 0'_('d ..,','_d*"0 ('*J_(_ P'- ('_,1,,ID _ 0 0_ I") ...'1"I*') ',,0',"1U_

;ax .........._ ©_ o ....... ,... ,,, ,,,,_,_,._.._ _<ooooo_ooo

.<E_

0 _0 ....__1 k) @ _.lb'_

•,. ,:;=,.,o....o,.o ,., ooooo,=ooc, ...... oo,. oooooOoooooooooOOOo

• * * * * * * * I 0ooo¢D¢ ooo t;J_ _0 _ ,,_:_ oooooc oooN O' P'..,* .t" e¢ Of, Jm

ooo_,o_ooo _,_ ,_ _"_'_ _° ........ "V__* 1' .tr _) *'_ _ W'JP'_(%i t_JC • * * * * • • * .rZ .:[-i I

..¢ "¢ _ "¢ a3 co ¢ ' w) ¢_ "1

_O_OOC NO _ i_j b 1_. . . . . I i_I t_Jb31. Lr)..-I,.-I, _lp._ .- ',Jr_ I_ i,_ I_ I11_' I/'l _._1U" Of _i

p,_ i i (t tie, • _b')O*_ * e * * *

I,,."I_ I-,-b I ),'- t,i O_

- , . . * * 00,0 i-_

1:]2 ,** (q _1 N (_ O I: _.W

......... ._ ---- N _r v";_ ......... _, _ 0117 ,_1.

© '

115

1970022191-124

116

1970022191-125

117

1970022191-126

118

i

1970022191-127

119

1970022191-128

120

1970022191-129

121

1970022191-130

122

1970022191-131

123

1970022191-132

.++o,_ _.,,..,,.,,,_ ,,,.

arar 1_ if') ,,O_

. o . + • o o • ! I

_-J _,_.. +4..,-+°"_ . ..... i:_ : o..i*_o_oo_. . .. x ''i " "

._==, , , , , i_l _p_ ar _ ..... "I.... "If,'' IIIITI _

....... °='+=_=_ "_ ........... !_ _1_

>I'- - -- -- -- -- : _II I I I I .._._--_ I :)'l" I I I I I II I I

I4=-)

! ,.+°°°°'°°°I _I'P',- o-ee _N,,4 .I:--I 0_I_ _,IID SiS _I_ I bJ!,=P'N,#'f'_ ,_d_.lrll_ar _ ql:..,IloooQ O0(OOC _

,_!..... _... ,.. +.,_.,..,_ .<,0o°°°_°o°l/._,..r* o . • o ..+ . o

. ++o"--oU_h 0¢)00¢) 00¢_

_, _ooo.oooo,q.,+o...o.,_ooo,. .o.o.oo,,,oo ...-,_.,.,,,..,.+.,

,N

I_ le)I_ W • e • . + + * - o_,.', ..',-, o,,,, _ ,-.-.ooo,o=o "_-_> ,,,,,_ _, ......... _. _:l

xo "" " _ ...... I""" _ ._•4 * * ** * * ** 0._6d O" or* *;_ _0 _ 0_*_0 _bJ _0

' "_ _'__ °°°"._'+_ ,i " °._, ®_._._o • _-,.-_,_._.... _ :........ • .... • .. _. -, _.----H ----,_ _oo,_..., +,-_.

.., >p,,.++,:_+.,,_+...,.,.,,-,_o., ,_°"e;> +++"++++a +++*"+-,"+,'_ .ou. k

+'f " "+ ": _ _Lu" _

,I[ • * Zl_ +,,.l...+,l,.qI _ +,-i(_I

+' r"":'+_"%'m_'"+_'_m'+'_'_'++';';'°+ < ..... """ !l'III_ 4NIIFIIeqe"p4N O*"l"'IP')If_ O_O_O ".,4 I I I l I I I t

_ m

124

t

1970022191-133

:i!ii I•-¢_ eq - •q-.¢

L '

ml,'m

"7 o o I_ i o • " _ .r'-i'-,-.0e,_.eO,_oo o o o o-,.--, _ ..........• nn I

• • • " * il) l_ ti'(_O,_i N ,,-s

• = • • • + • * • o • • i_@_

..__ - .,h,.¢ •-¢ •,¢ ILl .,4 _.¢

C_CC_• * • • * • *

• I

_ I _:_"*'-

+o+ I

I,'," ..... [ '' "'"..I _ll

_"'¢_ o_l "_ r'..._(_ m _C,.I_ 0_I_ , _ )1"* I.... i* . . . /,OI ........

_.¢ _ _ " c ..... (_(_ _ , I I I I I• • • ° ° • * • *_* • • • U._O

0 _ .%_....._ c c ;_iDIl_ i dDl"".P"- !f"-qD_£ qDr I ',,IDl"'f"- _l_lI" '_i.i_._:C

,,. $ - .... _., + * • ° c. cc: .,-_=r h.a • " ° * • , • • * C CC_C :cq::c i,J a:_

_ ; .......... _

I ,_"'""'_ >_'>" ;"==,_ =, N ._==== ==:=_o_, _.o.=> g• _ . - d" li i:r I U"l li_ li_ 'J'__ t i" ,,l_.I,,", 0_t

,._ , ,,, • _ _, -," * . • . e + .

,PqF_@')P"_ ll"lp) l,t_+ , i_ _i'lt'-P'.. ,IDifl I"lli_ll"ili")

• , _,. _i

• I_ • li • 4t ,'l II ID II i%i i ' IXI li-- ll_ irl f-. ir. ¢%1ilfl a_l

1 1 !i I<: ">__ fi 3_ il fil itl _'_ _ fI 3eltt IilI1O "-° _ II tI_ tl tilltI "-°_fl/_lt iilII_ m

125

1970022191-134

126

1970022191-135

i

1970022191-136

128

1970022191-137

i

1970022191-138

/

1

_,- .4 .qL,q w.4.4 _. .-1 .,M.q ..L,.q _ _ .4._ .L ,._g-v._ .4.4

_.._..® _. _. ......... ,_ . _._ .........

o_ ,4_,,_ '_I' o,,_c_oo .-,_,_ _ .........o%. NN41n_,,,, _ • ......... _ ' ' T_ _, ;'_

• * (_lO 4f" ID _¢_

• * * * ** * * • 1:3 O0 00_ O0

If. I-- * * • ** *" U.Obl.O _.I ,.I .q

•._ _o_._._ o o,_(_

"" _ _,.,__ _, .........

, JEll I I

rn £L_ _::_,_,l..-.I o,--_--. • •..w'(_°°°¢_°_°°.. m ,444 _'_,_r* o_- ........."_w' JO h I * w ! JO

_, . _._.; _._.. _._. _'_

o, ......_ _.._ )'_, IlI II b.l * * * * * ....

ooooo oo .NPl

,.j,.

_'1 _l 0%09 IDII_ P" --IN_III II I I I I IW!lDIl_ltl._ _l()Nl_@, _1 i .* * .* . ..

..,q

I,_JI) _t)l*,. o *.'_ I_ ,_.,.,0 *-4

i'_ "'" ",..o'" >,, . . .. . ... . "4" -,w,;4,',:,:,_',:,_ >w .........

• *** .lie** _j_ *** **.** ..

• . ...... ...• _._; ,,_,,,, " .. _< ..... _" * * E_"*_*_e_nP _i_ *.* ,o..*..*_v'$.._,o _m m mM w_@ NIII _ C2MZ'NNNN CUNNNPl

130

i

1970022191-139

131

1970022191-140

132 f_

1970022191-141

- 133

1970022191-142

134

1970022191-143

- 135

1970022191-144

136

i

1970022191-145

! i _ O _'IiN li3 t I_ '_ • • • • • • * N._l_il.t0101301_i4)P" In

, • * • * * • - I¢ I_.-*II_I I_II i It.- - _'¢_ID I_lil II

• I*(_lo ,.<..i ,-_ID

:_1--,I I I II I I I I .• * * * * • • • •

_ff ......... )I'-.I I II I I I I

.* • * ** r_l iD{rO_ O_lr_ *_llO ") l_*tID,i[**j O0_-_ID_ID P*{M • • ** * •-

I_) I_l: Ill OO¢_IDI P._- ib.l.¢MO_ iM.- r_

_, -._..*_-._ ,.i _,._ _,_.-*_ >_-.l--r-r- _o_ _ _ _-, * .... '- * *

..,-.._ _.{ oo_,_ ,-F ,w .......... j,oooo ==_ °°

ooo

_ _=_,, _ _ ........

oo ......... ,oc ,"_ ;_L ; .:_, ,%_ oo

°° T==,.:,,-;.;_,,; " ._,: ..... p o(:,IDID Oi-- • • ** * • * * *

__'_ -_"' .__='"_""" _"_'__" F"; ....... >'-_'_'_'""I_'*'_'*' _ .... "• "_'_1

?°°°°°_ _''"_"°_.'°° _i-.._u , , •, , e ,

It

, = , =.,,_,, . .= =,..,.._..,, .o,......... =;_==:__ C' Li. liP1'

o !=,,,!o_=o..;iI_;,,_,

i,,*M | _*irlr C)I,- _I.

>_,_,_ _ _ .........

,..,,,_ ":.•: OL" I-- ,,*-4 0.1% b-

._......__ii_--o,o----..... ,- .3:V" " l r'-eo0t_l ¢=ll_l i,J** _, • ** ** I IP_ll_ ill_Ui_lilel , ,,- , ,, **

....,,,,,;,. ,:• , . .. • • l _.

t llr_ri_,ll_l_iilillli,i,. • • • ,, • • "_ . ,. , ,,, , ,

(3 z,: __";"_'."o_";'"" _:1'°''''''°'° "';"_="_ m

_,,. 137

i

1970022191-146

Iilllt_ _ ll_Ime ,,I • - * • * • * " "

;I - "'F."" I• * *_ e *1_* • _o4BItP _l_ t._ _e • ot o • _ _¢_

' "::l*%,N41t_4p_ar ir Inin IL_I* • • • • =le • •

-I........o ooooo,oo4-_ _ _..tIM I0 InIM e.* *.._*..* _ aO000 O0

=.=.._._.=. =.=. _ ®,- o -.o ,, . in "_ ......... _.._ - ,-,1=o_ _ "_F.°°° ° ° ° °

0_ II_J ** • ** *,* **

. _in_ P-,...o, in_ o o =..=o o o e sin,*0++-_-

' _ ......... ooi'-..,ol_=o!==- -,1,.-,,,-,.-0=,,,- _._o-:, -_ml (_t_/tM _ N

_, .......... _,,.,!=,=o....ool-.,.-.... _,,,;='_,,;.:._ ,=;,_ _ 0,=o.==:,=,o ,-_ =_1,',=,,==,,,=:_= ,,.,.1o=oooo_o=o o_ ......

_Ol;,;;...... ®= I,, ==

_ = , -,ol;,, =(D'*°*"" "° °_°:"........

{/_ _1 _1_i_ I1_" i_ I_ it_1_ I_ ( .... I_ lllin 10110 _ l ll/'' I_ I _1_")_l iii . *e * e* * *

I-_ _'. / I[ /I I I , , ' : _'--I_

r_ _ *'1o_,==,,=olo,=,=, .. o®.. °-..o ?_ ...... I"" u -_ ....... ._ In,,,

_1 wu ..... *=** • <_,]ooN_e._l_o:rm _ _4 ......... I _t=c¢¢c _o =o

"_ _'[_*J m'V e O I n-'* ,-_ OU_ _ 0.,o', e "_" i In "* N = I_.e _ ,_W =l' , el_ eO" ,,0 _n|, _

I _l_* =to oN N_ o Iilll .( _ _.__.__llO _ _ 0 -_l._ - , *- ** ,_* . *

n,t;J In

o......... = _== .........t--w tn

"_"'°°'"0 ='==';'";'; - " °" ..... _,! = " "4 N *.4 *"l, 4 N _ li-

•, ,., .c,,,._,_,,-=,_,,- =ul,o®=,,=,=_-==_,, ? ° " =' '=_ _I ;,,;,,,_.,_,,;,_-.._, ,.,=,.=,,,, _,,,_......... . ...9[ e_ ee • • • • • _I r _d_d_dI _dDdl ( eeeee eI • e

' ......... 1e ,i • • _ ! • •

138

i

1970022191-147

139

i

1970022191-148

i

1970022191-149

>:"'""" >_rrTrrrrr

IIIIII

/

_moo _ >_mnm_mmmm m_

_ _o

>__ _ .......... _ ''''' _ .......... _-

> >x ......... 5 _ _ >__ ......... 5w0 _ _ _ _ _'"

o_

• _ U_ OZ

N_

_g__ _ ...... _..

N m

-- 141

i

1970022191-150

i,

1970022191-151

]43

1970022191-152

144

1970022191-153

145

I

1970022191-154

1970022191-155

f

:._r.:r:_.o.+,..,_++_,_...... _,.++- , ,+,o !_I_G _ I1_ P+3(M 0 ¢_Jf lIP.Z+ID _ (%10' aDil_ _1+_ooo..,+oP_,+ ;[ _ ..... _ ,,,-.+o++.•-4,-i _ ._ o **+.._(sj it) ; _II_ID _[ • * - • • q • • *

ICI*•)ID II_*,,II,,•.O_ OIlD _* o • * • • • * _+0_ _.i"l O1'.. ,_I+O14_lp- i*..r.. M"++,._; d+ C ._+ '_ +_i+i_ ._i.p _,_ lrI_0+.-_111 _*iD _OlO • • • * • * • • • •

•..h,•l "

_,_ .... • • • • _+_o_r .-I_l_..+_l-- _. ....4...+ "+ I

..+_4D_'_IID I_O1_ D_IOIIDP•-I',.._OsOII*JlD '*...+:* • ° • * * * • C:_l'_t'_J_+;".,_'l+' I_

_'I ''+ I I II * I I ..-4 l_i_p., ir.l_e)°l_. O _I P"-,WD_) _4DI( o*'°+__..<..<.._c_jl_:r ::r 2+j_ .Jr • • . • . . • . •II* ¢I_P- I1_ e4o I_ ID _D0 ,_ O+I_ 0 ID I's 0 VO ,....

•"+I,..++• • • • * + * * • C_IOOO_O_I O_-,.4_O hll I I I I I I I I

I _ I*.._, _..,It .,+: _ o o I_I *-i ;10 O+_..1.1-_O.1 .-I ...I O ...i ,. I_ O II"__l'J_r) I "L"*COI" _* _D I%.I_ 0 ¢ I0 I_ _-

_.I,*. I I I .,.+_ _.,.i+,..4_ ¢::% ¢_jll.),,_rl_,,o _ o+.o.o s • • • • • , ._*'I"'II I I I | I I IIL I I I I I I

I +.,:,.+.+:..:r,""" '" '+• mm+mm+o.-_-+ ++_,_mm m+u • . • o..+m=m,_-l"-o: m*_

"_ > _P-P-ml_o.+-_m _ ,P+l_ II,,+ .,+m_l'mmlmm_O Im_....+,O. 00 mm• • * • • • * • * o_l_P 1_il01oo,,-i Ii.k,-_ 101G_'_+_ 10101_,_.< ,,.+.._.,.+ t.,_ _._+moo,_.mml,,_+,o u._c .........

° +++++#.++++++ ,.':......... "'+t.-',-4 .,.I • • •

- - ,.-,+ ..,,... + +_ioooo....B "+®+'+"+_++'">.o.+.,.,+_+,. _,.''.....,+'++... ,+4;,_+._,:_;,_ oo ...... o_+ ++........ _o ;_,,,,,_ .+o+ ,,+_,+ ioooo, = ooo

ID _10 _ O _ i.ii I1_i.ii i1 !.._ • •: . _ " 4 • •; .I_O

,,-h,_ _1..I +..i IIJ I,-+" ,..*+,,..r..- m m, _,,.* _© 0_P.. _,'_0 ",o _. _.

'" '+" """+"+'"'°"""+"" +''°'"+"+ °.... _4...... ,,.,,..,,...,+..,+,+,,.+. .,.,+o.,o..o,,..,+.+o...._D-- _-I',- _) I h * * • • * * * * • 00000

•,-ll'_[(_ll+•J:Ir Ill Ii.,,- * * * . . , • • •

_led(_lN4N.m +-4.-+.-+ _N+NIOOI_ _I_ID I_C * * • • • * * * *

o++++,++++++++o++o+oo.++..,.+.,+.+o++..,,_" '' +.+=._o.o.o. ......... + _'"

,==.,, ,,=,+ ......... _,N,,._.+_ ,,,+ OO.lO.OO.+.oooODI_I IJ_LL :OOOOC3OOO I I I I I • * • *

.... +N _+ _0 ®$ _ o_-.•....'°°°°°... ++_ ++oom ,,.+, + +,..,,..,+++_ _....,o.,, o,.,. ....+_,.... o.,,,,. +

I1_,01010 ..ill D (MIJ * * • * * • * * I N_II011_I0_",,.+ir_ 10 ,,.i _4 rl *,.i o cmo c oo.-I _%I-

E"_ _:_ _'_ ) )%.11111o - "+o...... I"" _ _ "" "'_;_-+.

+_° _+......."- '+_ +---_° _"'+"++_°+°._i_ +°+"+"""°'" """" "°'"....... "°

+ _,,.,,,,.,,,,,,°.+,,, ._+..,+o...,,++_< ...... ram:+ _ + _'+m O +_ m + + + N+ ram1 + +" + ""•*" : * + * • . * _ 4N

_'_..'4_DO_F) O_,+DO_ LU _ t_JId * • * • * • e . I 0oooo¢ ooo uJi-

+. +.0,.++,+o+++ _. ;_+,,.._,o.+.+_+oooo.oo+++ooo__._.,-Oo.,,- ,+o,...,.• * * • • . • . Ii!1. ,4

"+''+"+'_"°+'+'_.+"'+ +_i o,,_+++ ++..,_:'.+..,+_,,,,,+ o+° ,,-m+,o+ o-.+ _'o _._ '++ ++,,++,+++;,++:,.+ +++++oo+'+"_ I * I I I I I I I I l I I

++ +' _ ""I _'_ _o_® .+,._ .Zt.J , •..._ •..

l:q rm+m+',,'mme " o,+I m " ..o."+oo, l_,.+e.,, r 'm,0mm..+L. '+_1 _P_I _0_ .+,_Ol"+ll'O_o 1"-_. .-+ I. * * * * • * + * +l_ll_ _'"+ "*

++ +"'°++""+'°++ .... : --- , +_i_+_+"++"" ...... " " ""+'" -"l +_'+

......... . ,,,..++....,,, _+..... ,,+,,:,;; +++:.++ m m m m + + m m m m m m m' I m _ m _ [ 1

....-, ++++.+,-,,',_ ,o+,+-o _o .... , _,,..++_._=:;'_'_=+"+:; ""+° ++" +_'++" _i°_'+"++''"",....,,,,,,,,+o,..0. ..... .+... <, .........• * _ ** I I I (_1 _7t'4P

-] NNNNNI IN N lel

©z,

o 0+o+ .< o+ !I147

1970022191-156

148

i

1970022191-157

_ ,-l lll o _r) _" _l"lD l_ co _ _ o1_1 _ I_ ID IO i#l ,_ :Jr N ¢l- _ o_ .-4 O (MWl (M O .T _. aO_O0_IM (MIUO _ _ ' 0_..I 0_0_

kl.

I _ir_ I,I_00_ P QO e') _ _0 _lO P I_ lj_i#_i/Iin _i_al _i

)H- I I I II/I i I . I_L I I I I I _'_11 I

U- , , , , l , .It¢0(_IIX_.-i .,4IM 1,0 _ ..... _... ..1.U1i.. 0 i._ 0 C_O_

_ooooo

:>_ o,-*,-*_*)_I r-P-;- • • . • • _ r co_oc_(_ ooo..... _... _ _--- ._ .... • .... ,...._ _ _........-_® o,-'o_ _-_._-_-°'-%_-....

.'% (0 (: o ou3 _ =i.I_ r..o Lr_I_ (M ir_ o.

l_JOc_ooo_c) oo _ _01_? _c. (Mt%ll-- . _3d-0D=r(M _o_r_lr) I r--O_'II'_N _=I, 0_

,,D,JD_D

_ == _ _ > o =o

°-_ _ i _" .........: • _:_,.-_..... _... bJ * * ** * * ** • • *

"o __'_ z ......... _ _#_j;'_t_ z .........

• ' I_m m _-I==r_ oo_ :> * * * * * * * * *

O_I0 _- =I"0 _0 I")O,-i ,-i_"_ (_,I,I 17_llel_

• * " * * " * * . . . . . . _INNI_InI--_ 0 _ll," _lH O_ 0 .-I_II/I _ i=l.-I

. .,.._,_. ......... _ *_ ._ _, .

_ z

149

i

1970022191-158

150

i

1970022191-159

APPENDIX 4

Blade-Element and Overall Performancewith Radial Inlet Distortion

f_r

¢

15'1

i

1970022191-160

p_,ECEDING PAGe. BLAN_ NO'i i::IL_.l)+,

1970022191-161

154

i,

1970022191-162

155

i

] 97002219] -] 63

| ti_ I0 dO-.* _ .,¢ OWhO * ilVi It) m I_. ¢.) N e,,4

IL

I UY II! 0 d" I_ N I0-,_ Ip IN Ill 0 -_1tM_ _11'1 I=t_l *

b. If.

_181t_0,.4 _p_IDM" 4_6¢_1 * _ *, • * • * • • (_ e4P"lwTIrJil_PT(l_(_)

Ik -40

_'_1"- IlliP_-_allnll3_t • • • e i • e . . • • " " * * * * * *I_ l I I l I tlk

• h¢l" . Ul !

I _ 0 0 (:: 0 ¢:10 C) L1•"_ =:p_.poo_mNl_=Ir.l$* M,.l,-. * * * * e * e • _ * • * * • * * * *

lUl-

._._._. ,,., ......... - .........

oo .......... . , , , , , , oo .........

,_1 0 tl. 0 4D _D ¢;)I_ t_J0 C) *'t I0 _ O_,,-4I0 o I'1 b') ..-Iti_- _) _0 ,'1 P- ill 0 _D P- _;:) _DV1 e'_00¢)00C_o0o • .

,_o ......... _ ooo._o._.,,._,'_'_'__'_ ® _v =='_"_"'''.. . . . . . - - 5' ggggggggg _'_ "J**o e e • e e m * e e •

_,,_ _ 0'_0", I;_ (l, i"_ I"- IP"r"- t_J

-'*U * -*i*_*** w b_ ,.., @, 0 I') _l ID I_- _1"I_2

=L ¢_1_n _rl ll'tv') ._i...-I-ul _rl _rl

(_ b. UO 0 _, * t_ (JILl oZ

(_ >-,,_'_ 0_ o_10 lu r.-P- r,-I _- ;._ _.9;t .:t =r I.) II_lr) l') pll ") I'-- t_;

i,_ • e e i o o >w _. _. ..........•-Itu --Iw 0_ N ,-I o o _r) 1'7"11_

o o_ I ul_ e * *o . _.. o........ ,')r.t__o. ,Ic_-

- ,-. ................

_ m

156

1970022191-164

157

1970022191-165

158

1970022191-166

159

1970022191-167

160 ._-?;f

] 970022] 9]-]68

161

1970022191-169

162

1970022191-170

'. , . .,:" ,, ,, ,7.%'- ' .,'_' :1 " " • . ,_ - ...

.e,

\.

/_'_": APPENDIX 5

'_ Circumferential Inlet Distortion,-_. Distribution and Overa" Performance

Ng4"

:D-!)

-- _

163

I

1970022191-171

II _ _

_'_ . . ._ ..... _ ._ .......... _ ._ . .

.... __ _ ._.. _ _ .........

.......... • __ ..........!

• _ _ _ _ ..._..._. __ ..._ ...... _

• _ '22222222 .......... 2222222222 _

.......... ..........!170

_970022_9_-_77

• . +.* • ,+- - .-! . , 1 .+ . • .

......... _4_ .........

............. _.._ _....... _ . ,

._ II I

++

+_ _I ++++_+_i+_ ''+++++++_ + ++++++'+++

• _ +N_'+'_+ ..................

m_+|m+++!+ +Im:_. gl .......... _._ ..... _.._ ....

_ N:i I ,_ . . ._ .............. : ._ ............. '_ . _ _ +;_ • . ._ "_ ..........

_ ........ N

+ ++ +|+, _ PI ....... _.. _ .......... _ ......I! .

++++_++_++++m ++++ .I++++++++++++++++++++++=+._=++.+_ +++++++++++++ _I +'_'+'''+'+m+m+mmmo+

•+ +,+.+.+..+.....++++++.+.+.+++++I+i+,,+,o+++,+++°+ °

_; 171!

]97002219]-]7B

,_1_ I "_ _'__= .... __ o _==_= "__ • "_ ....

_ ........... , .........

_ _ _ ....................

........... __ ..........

_,

!1_ _ _ _

+., 172

_;

1970022191-179

/

173

] 97002219]-] B]

175

1970022191-183

\

>i_l 176,_;_

] 97002219]-] 84

• ,, . • , f

177

1970022191-185

178

1970022191-186

180

1970022191-188

• I

• :,+._ "+. ,

TABLE 18

Stage Overall Performance for Inlet Circumferential Distortion

%of Design

W_'/_ PI2/P8 '7 T 12/To

70 129.8 I. 292 82.4 i. 092122.1 I. 320 82.2 I. I01

iii. 0 I. 341 76.4 i. 11490 164. 8 I. 522 78.1 I. 163

156.2 i.594 79.3 I.180100 178.2 1.647 76.3 1.201

173.1 1.747 77.7 1.223

167.2 1.781 76.5 1.235

184

i

1970022191-192