-
NASA CR-120802 PWA-4186
SINGLE-STAGE EVALUATION OF HIGHLY-LOADED HIGH-MACH-NUMBER
COMPRESSOR STAGES
IV. DATA AND PERFORMANCE OF HUB-SLIT-SUCTION STATOR
November 1971
By G. D. Burger and G. Bogardus
Pratt & Whitney Aircraft Division United Aircraft
Corporation
Prepared for National Aeronautics and Space Administration
NASA Lewis Research Center Contract NAS3-10482
L. Reid, Program Manager Fluid System Components Division
A. " NNOV197, ,
(ACCESSO
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C3 (NASA CR OR TMX OR AD NUMBER)
THU
(CODE)
(CAIEGORY)
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https://ntrs.nasa.gov/search.jsp?R=19710028360
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Requests for copies of this report should be referred to:
National Aeronautics and Space Administration Scientific and
Technical Information Facility P. 0. Box 33, College Park, Maryland
20740
-
1. Report No. 2 Government Accession No 3. Recipient's Catalog
No
NASA CR-120802 1 4 Title and Subtitle 5 Report Date
SINGLE-STAGE EVALUATION OF HIGHLY-LOADED HIGH-MACH- 10 November
1971 NUMBER COMPRESSOR STAGES 6. Performing Organization Code IV.
DATA AND PERFORMANCE OF HUB-SLIT-SUCTION STATOR
7- Author(s) 8 Performing Organization Report No
G. D. Burger and G. Bogardus PWA-4186 10. Work Unit No
9. Performing Organization Name and Address Pratt & Whitney
Aircraft Division United Aircraft Corporation 11. Contract or Grant
No
400 Main Street NAS 3-10482 East Hartford, Connecticut 06108 13.
Type of Report and Period Covered
12 Sponsoring Agency Name and Address Contractor Report
14. Sponsoring Agency CodeNational Aeronautics and Space
Administration Washington, D.C. 20546
6. Supplementary Notes
Program Manager, L. Reid, Fluid System Components Division,
NASA-Lewis Research Center, Cleveland, Ohio
16. Abstract A single stage compressor with arotor tip speed of
1600 fps and 0.5 hub/tip ratio was used to
demonstrate the effects of boundary layer suction through slits
at the intersection of the stator suction surface and the hub wall.
No efficiency benefit was obtained at design speed; 1.5 percentage
points improvement was obtained at part speed. Maximum design speed
stage efficiency of 82.7 percent was obtained at a pressure ratio
of 1.935. Accounting for rotor work on the flow bled through the
stator hub slit decreases this efficiency 0.5 percent.
17 Key Words (Suggested by Author(s)) 12 Drstribution
Statement
Boundary layer suction Unclassified - unlimited
Stator hub slit
19. Security Classif. lof this report) 20 Security Classif. (of
this page) 21. No. of Pages
Unclassified Unclassified 133
*For sale by the National Technical Information Service,
Springfield, Virginia 22151
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PRECEDING PAGE BLANK NOT FILMED
FOREWORD
The work described herein was done under NASA Contract
NAS3-10482 by Pratt & Whitney Aircraft Division of United
Aircraft Corporation, East Hartford, Connecticut. Mr. L. Reid, NASA
- Lewis Research Center, Fluid System Components Division, was
Project Manager. The work was performed during the period 7 January
1971 through 4 March 1971.
-
?REiCMING PAGE BLANK NOT FILMED
TABLE OF CONTENTS
Page
Foreword iii List of Illustrations vi List of Tables viii
I. Summary I
II. Introduction 3
III. Apparatus and Procedures 4 A. Test Compressor 4 B.
Instrumentation and Calibration 5 C. Test Procedure 5
1. Shakedown Test 5 2. Performance Test 6
D. Calculation Procedure 6
IV. Results and Discussion 7 A. Shakedown Test Results 7 B.
Performance Test Results 7
1. Overall Performance 7 2. Blade-Element Data 9 3. Contour
Plots of Stator Exit Traverse Data to
a. Total Pressure Ratio 10 b. Total Temperature Ratio 10 c.
Air-Flow Angle 11 d. Static Pressure Ratio 11 e. Meridional
Velocity 11
V. Remarks 12
References 13 Appendix 1 Performance Parameters 69 Appendix 2
Symbols 73 Appendix 3 Blade-Element and Overall Performance with
Stator
Hub Slit Suction 77 Appendix 4 Blade-Element and Overall
Performance without Stator
Hub Slit Suction 115 Distribution List 121
V
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LIST OF ILLUSTRATIONS
Figure Title Page
I Cross Section of Test Compressor 14
2 Boundary Layer Suction Slits at Stator Hub 15
3 Assembled MCA Rotor 16
4 Schematic of Compressor Test Facility 16
5 Typical Instrumentation 17
6 Axial Station Number Designation and Location of
Instrumentation 18
7 Circumferential Location of Instrumentation, Viewed from Rear
19
8 Oscillograph Trace of Typical Surge Cycle 20
9 Stage Overall Performance 21
10 Rotor Overall Performance 22
11 Effect of Stator Leading Edge Probe Blockage at Design Speed
22
12 Rotor Blade Element Performance with Stator Hub Slit Suction
23-31
13 Stator Blade Element Performance with Stator Hub Slit Suction
32-40
14 Effects of Stator Hub Slit Suction on Loss Coefficient
41-43
15 Effects of Stator Hub Slit Suction on Gapwise Distributions
of Total Pressure, Temperature, and Efficiency, 70 Percent Speed
44-45
16 Effects of Stator Hub Slit Suction on Gapwise Distributions
of Total Pressure, Temperature, and Efficiency, Design Speed
46-47
17 Efficiency Comparison of Free Stream Total Pressure
versus
Free Stream Efficiency Calculation Methods 48
18 Total Pressure Ratio 49-52
19 Total Temperature Ratio 53-56
20 Absolute Air Angle 57-60
vi
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LIST OF ILLUSTRATIONS (Cont'd)
Figure Title Page
21 Static Pressure Ratio 61-64
22 Meridional Velocity 65-68
vii
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LIST OF TABLES
Number Title Page
1 Overall Performance Comparison with and without Slit Suction
1
2 MCA Rotor and Stator Design Parameters 4
3 Summary of Stall Weight Flows 8
4 Identification of Blade-Element and Overall Performance Table
Headings 77
5 Blade Element and Overall Performance Design Data 78
6 Blade Element and Overall Performance with Stator Hub Slit
Suction, 100 Percent of Design Speed, Points 1-8 79-86
7 Blade Element and Overall Performance with Stator Hub Slit
Suction Free Stream Efficiency Method, 100 Percent of Design Speed,
Points 1-5 87-91
8 Blade Element and Overall Performance with Stator Hub Slit
Suction, 95 Percent of Design Speed, Points 1-3 92-94
9 Blade Element and Overall Performance with Stator Hub Slit
Suction, 90 Percent of Design Speed, Points 1-6 95-100
10 Blade Element and Overall Performance with Stator Hub Slit
Suction, 85 Percent of Design Speed, Points 1-3 101-103
11 Blade Element and Overall Performance with Stator Hub Slit
Suction, 70 Percent of Design Speed, Points 1-5 104-108
12 Blade Element and Overall Performance with Stator Hub Slit
Suction, 50 Percent of Design Speed, Points 1-5 109-113
13 Blade Element and Overall Performance without Stator Hub Slit
Suction, 100 Percent of Design Speed, Points 1-3 114-116
14 Blade Element and Overall Performance without Stator Hub Slit
Suction, 70 Percent of Design Speed, Points 1-3 117-119
viii
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I. SUMMARY
A compressor stage with a rotor tip speed of 1600 ft/sec, high
blade loadings, and boundary layer suction through a slit in the
corner formed by the stator suction surface and the hub wall was
tested. Both rotor and stator blades had multiple circular arc
(MCA) airfoil sections. The stator chord angle was set 4 degrees
more axial than design, to increase incidence for the purpose of
evaluating the effect of slit suction on stator flow range.
Overall performance at design speed for data points with stator
hub slit suction is compared to data without slit suction in Table
1. Two values of stage efficiency are given, the values in
parenthesis were calculated using a procedure which accounts for
the flow bled through the boundary layer suction slit. Comparison
of data taken with and without slit suction showed that suction
improved efficiency at maximum flow, part speed, but had little
effect near stall. No significant increase in stage efficiency was
obtained at design speed. Flow range from maximum flow to stall was
not affected by slit suction. Slit suction reduced stator losses at
5, 10, and 15 percent span from the hub. Stator wakes were narrower
and shallower with suction.
TABLE 1
OVERALL PERFORMANCE COMPARISON WITH AND WITHOUT SLIT SUCTION
(DESIGN SPEED)
Near-Stall Near-Stall Max Efficiency Max Efficiency Data Point
Data Point
Data Point Data Point Without With Parameter Without Suction
With Suction Suction Suction
Corrected Weight 181.03 179.58 173.09 173.58 Flow, lb/sec
Rotor Pressure 1.906 1.935 2.003 2.033 Ratio
Rotor Efficiency, 87.3 87.6 85.8 86.5 Percent
Stage Pressure 1.842 1.871 1.908 1.937 Ratio
Stage Efficiency, 82.3 82.7 79.2 79.9 Percent (82.2) (79.4)
-
Contour plots were prepared for pressure, temperature, velocity,
and air angle at the statorexit instrumentation plane with stator
hub slit-suction. Contour plots showed that stator losses were
concentrated in corners where the stators intersected the endwalls,
and'that these loss areas grew with increased back pressure.
Increased back pressure caused more severe total pressure gradients
in the wake region although wake width remained approximately
constant.
No stress limits were encountered during the test program.
Rotating stall surveys showed that abrupt stalls occurred at all
speeds with indications of rotating stall initiating a surge
cycle.
2
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II. INTRODUCTION
Recent results from research compressors have shown that
compressor rotors can be designed to operate with high aerodynamic
blade loading and/or high inlet relative Mach number and still
achieve good efficiency (85 to 94 percent) with acceptable stall
margin (12 to 15 percent). However, there is a severe penalty on
stage efficiency due to high stator losses. The major portion of
the high loss region occurs in the vicinity of the stator
end-walls. Therefore, no appreciable overall gains in stage
performance can be made without reducing the level of losses in the
stator end-wall regions. In addition to high stator losses, in many
cases the stall free range of the compressor stage is limited by
stator stall. Slit-suction is one type of endwall treatment that
has shown some degree of success in reducing stator end-wall losses
in cascades (Reference 2) and single stage compressors (Reference
3).
As part of Contract NAS3-10482, a stator end-wall treatment
program was initiated to investigate the effectiveness of various
types of end-wall treatments on reducing stator losses and
increasing the stator stall free range of operation. The single
stage compressor used in this investigation is the same as
presented in Reference 1 with stator hub-slit-suction added. In
order to evaluate the effect of end-wall treatment on stator range,
the stator vanes were restaggered four degrees open (increased
incidence) with respect to the design stagger. This compressor has
a design rotor tip speed of 1600 ft/sec and demonstrated a rotor
pressure ratio and efficiency of 2.0 and 89 percent respectively,
and a stage pressure ratio and efficiency of 1.946 and 84.5 percent
respectively.
The purpose of this report is to present the results of stator
hub slit-suction applied to a high Mach number highly loaded single
stage compressor.
3
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III. APPARATUS AND PROCEDURE
A. Test Compressor
The compressor (Figure 1) is a highly-loaded, high-Mach-number,
single stage with no inlet guide vanes, 30 MCA rotor blades and 44
MCA stator vanes. It is identical to the compressor of Reference 1
except for the addition of stator hub-slit-suction shown in Figure
2, and a stator restagger of four degrees to increase incidence so
that the effects of slit suction on stator flow range could be
evaluated. The rotor is the same one tested in Reference I except
that blades tips were machined to remove results of tip abrasion,
and leading edges were blended to remove nicks resulting from a
bearing failure in a previous test. Extra material (0.030 inch) was
added to the rotor shroud rub-strip to provide an acceptable blade
tip clearance without changing the axial location of the rotor
relative to the stator. Proximity measurements indicated that the
rotor running clearance was 0.063 inch at design speed, compared
with 0.050 inch in the test results reported in Reference 1. Rotor
and stator design parameters are summarized in Table 2. The rotor
assembly is shown in Figure 3. Complete design details are given in
Reference 4.
TABLE 2
MCA ROTOR AND STATOR DESIGN PARAMETERS
Rotor - Stations 8 and 9
%Span Dia- 1 Dia 2 3*8 P*9 * 8ss 3*sh Solidity
5 (hub) 17.47 19.77 48.97 1.87 55.40 45.74 2.276 10 18.47 20.41
49.59 9.63 56.02 46.76 2.173 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 1.855 50 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 1.476 85 31.29 29.99 61.63 54.11 62.96 63.01 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
Stator - Stations 10 and 11
%Span Dia- 1 Dia- 2 f3 10 3"11 3o10ss 13sh Solidity
5 (hub) 20.41 21.49 39.23 -16.41 42.15 34.47 2.010 10 21.01
21.96 38.27 -15.44 41.21 32.62 1.959 15 21.59 22.43 37.42 -14.89
40.36 30.94 1.911 30 23.31 23.90 35.44 -15.22 38.44 27.18 1.781 50
25.60 25.89 33.60 -16.04 36.72 24.01 1.632 70 27.82 27.90 32.45
-17.48 35.68 22.38 1.508 85 29.41 29.38 32.12 -19.91 35.44 22.82
1.430 90 29.91 29.86 32.15 -21.40 35.48 23.36 1.407 95 (tip) 30.38
30.29 32.33 -23.69 35.69 24.40 1.387
NOTE: Symbol definitions appear in Appendix 2.
4
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The suction slit design was based on data reported in References
2 and 3 which showed that end-wall-region cascade losses were
reduced significantly by extracting small amounts of flow through a
slit at the intersection of the wall and blade suction surface.
These data showed that most of the attainable benefit was obtained
by extracting the corner flow passing through the area common to
the boundary layer displacement thickness growth on the vane
surface and the wall.
The stator hub slit extends from 15 to 85 percent chord and is
.025 inch wide. Design flow rate through the slits is 0.30 percent
of compressor design flow. Slit suction design details are given in
Reference 4.
Suction for stator hub slits was provided by test facility
exhaust pumps. The stator hub slit suction plenum is evacuated
using four hollow struts just upstream, and in line with the rear
bearing support struts. Suction flow through these struts is
measured using a common calibrated flow measuring orifice (Figure
4). Other facility hardware was the same as described in Reference
1.
B. Instrumentation and Calibration
Static pressure in the plenum beneath the suction slits was
measured by three pressure taps, and the plenum temperature was
measured by three bare-wire thermocouples. Slit-suction flow rate
was measured by a 3.297 inch sharp-edge orifice (Figure 4) within
an estimated accuracy of ± .03 lb/sec flow. Hot film probes are
used to detect rotating stall. Other instrumentation is described
in Reference 1. Typical instrumentation is shown in Figure 5. Axial
and circumferential locations of instrumentation are shown in
Figures 6 and 7, respectively.
C. Test Procedure
All testing was conducted with uniform inlet flow. Stator hub
slit suction was used for all tests unless otherwise noted.
1. Shakedown Test
Shakedown tests were conducted to establish the mechanical
integrity of the compressor and to locate critical stress
boundaries which could limit the operating range. Vibratory
stresses were recorded during accelerations and decelerations from
50 to 105 percent of design speed with open throttle,
part-throttle, and near stall throttle settings. All fixed
instrumentation and wake rake traverse data were recorded at the
beginning and end of each constant throttle acceleration to provide
three data points at 50 percent and at 100 percent speed. At design
speed, one performance data point was acquired which included
traverse data at all stations to verify the hub-slit-suction flow
rate and demonstrate the operation of data acquisition and
reduction systems.
Rotating stall surveys were conducted at 50, 70, 85, 90, 95, and
100 percent of design speed. Velocity fluctuations at the rotor
inlet were indicated by a hot film
5
-
probe with three sensors located at 25, 50, and 85 percents of
span from the hub (Figure 5f). Readings from this probe along with
selected rotor and stator strain gages, a speed signal, and a
stator leading edge static pressure were recorded simultaneously as
the throttle was closed from wide open to stall. Several surge
pulses were recorded for each stall-transient survey.
2. Performance Test
Performance data with stator hub slit suction were obtained at
50, 70, 85, 90, 95, and 100 percent of design speed for a total of
30 points.' In addition stall flows were measured for all speeds.
Traverse data were taken at nine diameters at the rotor-inlet and
stator-exit for 26 of the data points. For the remaining four data
points, boundary layer surveys were conducted at fifteen radial
positions for all probes. Stator-inlet probes were traversed for
these four points, in addition to the rotor inlet and stator exit
probes. One combination probe (shown in Figure 5c), at the stator
exit was tangentially traversed across a stator blade gap at
fifteen radial locations to supplement the wake rake data. Three of
the boundary layer survey points were acquired at design speed,
part throttle, peak efficiency, and near stall. The fourth point
was acquired at 70 percent speed, near stall flow.
Six additional performance data points, three at 70 and three at
100 percent of design speed were taken, without stator
hub-slit-suction to isolate the effects of suction on performance.
All radial traverse data were obtained for these six performance
points including stator inlet traverses. Stall flow was measured at
100 percent speed without slit suction.
D. Calculation Procedure
The calculation procedure was the same as discussed in Reference
1 for uniform inlet flow conditions with an additional adjusted
efficiency calculation which accounts for the stator
hub-slit-suction flow.
Adjusted efficiency was defined as the ratio (ideal work/actual
work) where ideal work was calculated for only the flow which
reached the compressor exit, and actual work as the sum of work
done on the bleed flow in addition to work done on compressor exit
flow. The actual work term does not account for the work required
by the facility exhausters. The equation of this adjusted adiabatic
efficiency is given in Appendix 1. Adjusted efficiency values are
tabulated for each data point in Appendix 3.
For the boundary layer survey points, overall performance and
blade element calculations were made using the wake rake data and
contour plots of various stator aerodynamic parameters were
generated from combination probe measurements. Velocities were
calculated from combination probe measurements of total and static
pressure, total temperature, and air angle in the following manner:
1) Measurements of total and static pressure were used, with a
probe calibration, to determine Mach numbers; 2) Total temperature
measurements were corrected for Mach number and pressure level
effects and used with Mach number to calculate absolute velocities;
3) Measured air angles were corrected for Mach number effects and
used to resolve meridional and tangential velocity components.
6
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IV. RESULTS AND DISCUSSION
A. Shakedown Test Results
Levels of vibratory stresses on the blades and vanes were
recorded during accelerations and decelerations between 50 and 105
percent of design speed with wide open throttle, and near stall
throttle settings. All observed blade and vane vibratory stress
levels were within acceptable limits.
Surge occurred at all speeds. This was determined from
continuous recordings of signals from a three-sensor hot film probe
at the rotor inlet, from strain gages, and from static pressures
located along the flow-path walls. At high speeds, these
measurements showed large fluctuations in velocity simultaneous
with high vibratory stresses in rotor and stator blades, and static
pressure variations. Periodic fluctuations in velocity indicated
that rotating stall occurred at the beginning of the surge
cycle.
An oscillograph trace at 90 percent speed (Figure 8) shows a
representative velocity pattern for all stalls. Velocities at
midspan and hub decreased at surge whereas tip velocities
increased. The period of the surge-pulse was approximately 0.13
seconds. The recovery period between surge pulses varied with
speed, ranging from 1.05 seconds at design speed down to 0.11
seconds at 50 percent speed. At 50 percent speed, static pressure
variation, velocity fluctuations, and vibratory stresses were
small.
As flow was reduced at a given speed, rotor and stator vibratory
stresses increased sinmultaneously, so that it was not clear which
blade row stalled first.
B. Performance Test Results
1. Overall Performance
Overall performance of the rotor and stage with and without
stator hub-slit-suction is presented in Figures 9 and 10. The stall
line was established by extrapolating the characteristic speed
lines to measured stall airflows, shown as slashed symbols on the
figures. Stall flows are tabulated in Table 3. A maximum stage
efficiency of 82.7 percent was achieved at design speed with slit
suction at a pressure ratio of 1.871 and a corrected weight flow of
179.6 lb/sec. This efficiency drops to 82.2 percent when it is
adjusted for the work done by the rotor on the hub-slit-suction
flow. The same peak efficiency was recorded without slit suction.
Efficiencies which have been adjusted to account for suction flow
are shown in the upper efficiency scale in Figure 9. Rotor
efficiency for the same data point with slit suction is 87.6
percent at a pressure ratio of 1.935. This rotor'efficiency is 1.5
percentage.points lower than the maximum rotor efficiency obtained
at design. speed in the test of Reference 1. The difference may be
attributed to any or all of the five changes in apparatus between
this test and that of Reference 1; i.e. (1) increased rotor tip
clearance, (2) decreased rotor inlet annulus area due to rotor tip
fill, (3) the restaggered stator, (4) blended out nicks in slightly
damaged rotor blades (Figure 3), and (5) upstream effects of stator
hub slit suction.
7
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TABLE 3
SUMMARY OF STALL WEIGHT FLOWS
Percent With Stator Design Speed Hub-Slit-Suction
50 74.2
70 109.8
85 138.8
90 150.2
95 161.3
100 173.3
Maximum adjusted stage efficiency with stator hub-slit-suction
was 85.8 percent and occurred at 50 percent of design speed. For
70, 85, 90,and 95 percent design speed the maximum adjusted stage
efficiency was approximately 84.5 percent. Anet adjusted stage
efficiency benefit of 1.5 percent was obtained with hub-slitsuction
at 70 percent speed for the maximum flow condition, but no effect
was seen at other speeds.
The lower pressure ratio seen near stall at design speed without
stator hub-slitsuction (Figure 9) is probably due to blockage
effects caused by stator leading edge transverse probes. These
probes were not traversed during hub-slit-suction tests except for
the boundary layer points. Evidence of traverse probe blockage at
design speed is shown in Figure 11. Spanwise profiles of pressure
ratio for two points with slit suction and no stator leading edge
probes are compared to two points with stator leading edge probes,
one with slit suction and one without slit suction. Spanwise
pressure ratios agree well for the two points which include stator
leading edge probe traverses except at the root where slit suction
improvement is expected. These same points show a lower pressure in
the tip region when compared to the points without stator leading
edge probe traverses. This probe blockage effect on pressure ratio
was not seen at 70 percent speed, where the stator inlet Mach
number did not exceed 0.76.
Overall stator recovery (P /P10 ) listed for points with and
without slit suction in Poo
Appendices 3 and 4 as O) gives a direct measure of the effect of
stator hub-slit-LOCAL
suction. Slit suction increased stator recovery for the peak
efficiency point at design speed from .968 to .974. It must be
remembered that this recovery increase with suction is gained at
the expense of approximately a half percent in stage efficiency to
account for the work done on the bleed flow.
8
-
Rotor performance for this test differed considerably from that
achieved in the test of Reference 1. Maximum efficiency at design
speed was 1.5 percentage points lower for this test as mentioned
previously while pressure ratio was generally lower except near
stall. At lower speeds, pressure ratios were slightly higher for
this test at higher flows although near stall values were the same.
Efficiency values were 0 to 5 percentage points higher at lower
speeds for this test. Gains were largest at maximum flow points
with no significant change near stall. Part of the difference may
be due to measured wake rake total pressure readings which showed
one rake consistently higher than the other although no reason
could be found to dispute the data.
2. Blade Element Performance
Blade element total pressure loss coefficient, diffusion factor,
and deviation versus incidence angle are presented for both rotor
and stator in Figures 12 and 13 for the performance test with slit
suction. These data are tabulated in Appendix 3. Although overall
performance benefits obtained by the addition of stator
hubslit-suction were small, suction did reduce losses at 5, 10, and
15 percent of span from the hub for both 70 and 100 percent speeds.
Figure 14 presents plots of stator blade element diffusion factor
and total pressure loss coefficient versus incidence angle at these
three spans for test points with and without slit suction. At 5
percent span from the hub, slit suction reduced the losses over the
entire incidence range for 70 and 100 percent design speed. At 70
percent design speed the losses were reduced approximately 23
percent at the near stall incidence angle and 50 percent at the
maximum flow incidence angle. At 100 percent design speed the
losses were reduced approximately 18 percent at the near stall
incidence angle and 29 percent at the maximum flow incidence angle.
This effect diminishes outward from the hub until the effects are
insignificant outboard of 15 percent span from the hub. Complete
blade-element performance data for points without stator
hub-slit-suction are tabulated in Appendix 4.
Gapwise distributions of stator exit total pressure,
temperature, and adiabatic efficiency clearly show a narrower and
shallower wake with slit suction. Figure 15 presents distribution
at 5 percent span from the hub for open throttle and near stall
data points at 70 percent speed showing that the effect of suction
is much stronger at the maximum flow condition than at the near
stall point. At design speed (Figure 16) the effect is of the same
magnitude as at 70 percent speed near stall regardless of throttle
setting. Slit suction effects on the total pressure and temperature
wake distributions disappear above 15 percent of span from the hub.
The increase in temperature in the wake region without suction may
be caused by a redistribution of flow through the stator as a
result of higher stator hub losses causing the stator to operate at
a higher inlet pressure in the hub region. This would back pressure
the rotor hub causing an increase in energy at the rotor hub.
Another explanation is that enough high temperature air is being
bled through the stator slits with suction to cause a lower
temperature reading at the hub. The temperature ratio of the flow
in the suction slit plenum is approximately .01 higher than the
temperature ratio at 5 percent span from the hub at design
speed.
9
-
This is the magnitude of the change seen in gapwise pressure
profiles between suction and non-suction data points.
Rotor performance was calculated using stator-exit free-stream
total pressure obtained from the peak wake rake reading at each
radial location. Design speed data were also reduced using the
stator-exit free-stream efficiency method, as discussed in
Reference 1, to determine rotor performance. Figure 17 shows the
rotor overall efficiency comparison for the two methods at design
speed and shows the spanwise efficiency distribution for the peak
efficiency point at design speed. Blade-element performance of
thetrotor and stator at design speed, using the freestream
efficiency method is given in Table 7, Appendix 3. The free-stream
efficiency method gave lower rotor hub efficiencies which resulted
in slightly lower overall rotor efficiency for the same stage
efficiency.
3. Contour Plots of Stator Exit Traverse Data
Tangential traverses were made at the stator exit for part
throttle, maximum efficiency, and near stall points at design speed
and at near stall for 90 percent speed with stator
hub-slit-suction. Measurements of total and static pressure, total
temperature, and absolute air angle were obtained at 4.3, 5.8, 7.0,
9.7, 12.2, 15, 30, 50, 74, 90, 94, 97, 98, and 99.5 percentages of
passage height from the hub. A fifteenth radial position was
intended closer to the inner case but was not obtained due to an
incorrect probe. depth setting. - Tangential spacing gave 15
readings across a stator gap at 90 percent span and 11 readings at
4.3 percent span. These measurements were used to calculate
velocity vectors, and to construct contour plots showing patterns
of P/Pinlet, T/TinletI airflow angle, and Vm /\/0-7 at the
stator-exit instrumentation plane. These contours are shown in
Figures 18 through 22.
a. Total Pressure Ratio
Low pressure areas in the vicinity of the stator hub suction
surface no longer exist as they did in Reference 5, possibly as a
result of slit suction. Lowpressure areas in the tip region are
still present.
Areas of strong gapwise gradients exist near both walls, Figure
18, and progress toward midspan as back-pressure is increased. At
midspan the wake width increases slightly and the pressure gradient
in the wake region becomes stronger with increased back-pressure.
High pressure regions near the intersection of the stator pressure
surface and the hub wall may be due to rotor wake flow migration to
the stator pressure surface, as explained in Reference 6. Rotor
work changes, due to locally high back-pressure ahead of the
stator, may also cause gapwise total pressure variations in
addition to stator losses.
b. Total Temperature Ratio
Total temperature plots (Figure 19) show endwall gradients
similar to the total pressure plots, indicating that rotor-wake
separation or rotor back
10
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PRATT & WHITNEY AIRCRAFT
pressure patterns cause gapwise variations in both parameters.
Both hub and tip endwall regions have a .03 to .04 drop in
temperature ratio from the stator pressure to suction surface at
design speed regardless of back-pressure. Matching total pressure
and temperature profiles led to the free stream efficiency method
for calculating stator-inlet average total pressure, Reference I No
consistent temperaturepattern is seen at midspan but gapwise
gradients tend to occur in the wake region.
C. Air-Flow Angle
Gapwise variations in air-flow angle were measured in the wake
region at all spans (Figure 20). Studies have shown that the small
(±10 degrees) angle variations indicated by the probe at midspan
and hub can be attributed primarily to the large total pressure
gradients in the wake region because sidehole pressures on a wedge
probe tend to turn it in the direction of the higher total
pressure. Steeper angle variations in the tip endwall region
indicate a vortex formation downstream of the intersection of the
wall and stator blade.
d. Static Pressure Ratio
Gapwise gradients of static pressure were weak (Figure 21)
although showing a wake pattern similar to the total pressure wake.
Measured static rise across the wake is probably all due to the
total pressure gradient forcing the probe to yaw and measure part
of the velocity head with the side holes. Pressure increased with
radius probably as a result of streamline curvature as the upstream
hub convergence blends into a constant diameter wall.
e. Meridional Velocity
Meridional velocity contours (Figure 22) follow the patterns of
the total pressure contours because static pressure variations are
relatively small, and air angle does not vary enough to have a
significant effect. Increasing backpressure enlarges the comer
stall region near the tip but does not appear to thicken the wall
boundary layer.
11
-
V. REMARKS
Stator hub-slit-suction caused a reduction in hub losses for
this test out to 15 percent span from the hub, maximum effect
occurring at 5 percent span from the hub. These local benefits were
not enough to influence the total stator losses appreciably so that
overall stage efficiency benefits were slight. No adjusted
efficiency benefit was seen at design speed, while the maximum
benefit was 1.5 percentage points at 70 percent speed, maximum flow
conditions. Similar loss reductions were seen during the test of
Reference 3 with slit suction although the influence reached to 30
percent span from the hub. Stator hub recovery had more effect on
the efficiency of the compressor in the test of Reference 3 than in
this test so that the overall benefit was about 1.5 percent in
unadjusted stage efficiency at design speed.
No stall line improvement was seen with slit suction in this
test where results from hot film probes and strain gauges were
inconclusive as to which blade now stalled first. It is believed
that the stage stall isinitiated by rotor stall even though the
stator was restaggered four degrees open (4 degree increase in
stator incidence angle).
The results of this test and those of References 3 and 7 show
that hub-slit-suction effects are local and only benefit overall
performance when the stator hub has very high losses. These local
effects may be quite significant, however, in high bypass ratio
engines where most of the flow into the engine comes from the high
loss fan hub region.
12
-
REFERENCES
1. Sulam, D. H., Keenan, M. J., and Flynn, J. T., Single-Stage
EvaluationofHighly-Loaded, High-Mach-NumberCompressorStages,
Dataand Performan~eReport,MultipleCircular-ArcRotor,NASA CR-72694,
PWA-3772, 1970.
2. Peacock, R. E., Flow Controlin the Comers of Cascades,A. R.
C. 27291, October 1965.
3. Harley, K. G., and burdsall, E. A., High-LoadingLow-Speed Fan
Study, Dataand PerformanceReport, Unslotted Blades and Vanes, NASA
CR-72667,,PWA-3653, 1969.
4. Monsarrat, N., Keenan, M. J., and Tramm, P. C., DesignReport,
Single-S tage Evaluation
ofHighly-Loaded,High-Mach-NumberCompressorStages, NASA CR-77562,
PWA-3546, 1969.
5. Burger, G. D., and Keenan, M. J., Single-Stage
EvaluationofHighly Loaded, High-Mach-Number CompressorStages,
Dataand PerformanceReport,Tandem Rotor,NASA CR-72772, PWA-3954,
1971.
6. Keerebrock, J. L. and Mikolajczak, A. A.,
Intra-StatorTransportofRotor Wakes and Its Effect on
CompressorPerformance,American Society of Mechanical Engineers,
Paper No. 70-GT-39, 1970.
7. Harley, K. G., Harris, J., and Burdsall, E. A.,
High-LoadingLow-Speed FanStudy, Data andPerformanceReport, Slotted
Blades and Vanes and Rotor Tip Treatment,CR72895, PWA-3899.
13
-
MAIN RIG SUPPORT ROLLER BEARING TO DRIVE ENGINE CASE
DRIVE SHAFT TO DRIVE ENGINE GEARBOX
THRUSTS
ONT BEARING---,
SPPORT 30 ROTOR --BLADES
VANES
4 STATOR HUB SLIT PLENUM MANIFOLDS
Figure 1 Cross Section of Test Compressor
-
STATOR OUTER CASE
STATOR INNER
SLTBLE AIRFLOWO.01T"WIDE
Figure 2 Boundary Layer Suction Slits at Stator Hub
(XPN-16602)
15
-
Figure 3 Assembled MCA Rotor (XPN 16597)
VALVE (24 INCH DIA) -'- a I-r - - VALVE (12 INCH DIA)
CALIBRATED ORIFICE
VALVE 16FT DIAlDRIVE ENGINE
EXHAUST STACK
COMPRESSOR TO EXIHAUSTERSDISCHARGE EXHAUSTr HUB.SLIT.SUCTION
STCK FLOW SUPPLY
"J - 42-INCH DIA PIPE, BYPASS PIPE BYP SS IPEPILENU MACH" A R 7
FEET LONG
90)INCH DIA C FCAIBRATEDNOZZLE
FLOW STRAIGHTENER SCREEN
TURBINE DRIVE ENGINE GEARBOX TES COMPRESSR
TOROIDAL COLLECTOR
Figure 4 Schematic of Compressor Test Facility
16
-
XP-99889 XPN-1815 (a) (b)
RADIAL TRAVERSABLE TOTAL PRESSURE
RAKE RAKE TEMPERATURE
\
XP-1928S XP-99893 (f)
HOT TRAVERSABLE FILM DISK PROBE PROBE
(e)
XP-99886 XPN-660 (C) (d)
TOTAL COMBINATION PRESSURE PROBE RAKE
XP-19286
Figure 5 Typical Instrumentation
17
-
STATION NO. 0
STATION NO. 1
-24
NO. 1.1 -20
-16 NO. 2
-12 NO. 3
-b NO. 4
U)
X -4 C-z NO. 5
0-NO. 6
CPLANE LU,-I NO. 7
wROTOR.7 - NO.8 a
Xc 8IC
NO. 9
12 - NO: 1
NO. 11S C - T NO. 12
16 -o> -o NO. 1STATOR
NO 13.1 NO. 1420 r
C 9
24 'O.N 15
28
12 16 20 24 28 32 36 38
DIAMETER - INCHES
PLENUM CHAMBER SCREEN
INSTRUMENTATION PLANE
INSTRUMENTATION
ROTOR LEADING EDGE(SLANT STATION)
ROTOR TRAILING EDGE (SLANTSTATION)STATOR LEADING EDGE
TRAILING EDGE
INSTRUMENTATION PLANE
INSTRUMENTATION PLANE
Figure 6 Axial Station Number Designation and Location of
Instrumentation
18
-
O °
21.7 ° 0
4 62.8e6
87
. 7
STATION NO. STATION 10 SYMBOLS
STAIo PO.WAL1STTIC
332.296.5.2 °
282.270--
341.67 ° 24.5e
069.97
7.53 o 85.920
56.4
85,92 °
0*
30 0
60
*
"
TT FIXED TEMPERATURE RAKE
DISK TRA VERSE PROBE
PTWAKE RAKE
PT FIXED WAKE
D ISRA E R
26&"920
2505°0', 2.9
-
21045ISU0204 .5 16 .33,
102,270
152.37 °
12
COMBINATION PROBE
HOT FILM MASS FLOW SENSOR
PsTT SUCTION
PLENUM
STATION 12 STATION 13.1 STATION 16
Figure 7 Circumferential Location of Instrumentation, Viewed
from Rear
-
SURGE CYCLE
SURGE PULSE
> w
PERIOD OF ROTATING STALL
-I >
>w
LwUJ -
I STATIC PRESSURE 'ONE PER
0.01 SEC. DIRECTION OF INCREASING TIME
Figure 8 Oscillograph Trace of Typical Surge Cycle
S .4 j
-
90 ......... .. . o .. o... . .. . .. .... o o.... o . . . . .•
. . .• . . . o o . * .
.. ..t..o.... +::.: ::--~~ .. . . .............. . .. .o
.... .. o o - o. .. . .o ...... .. .....
. ........ ... o.. . .o , .. . • .. . . . o o o . . . , o . . .
. •70 V .. .... ..... .V7 .. ... o: ,.o: o..!+o.+•. . ..•. o90
v
o . . .•... .. ...o .... . .. •. .. . .. o . . o .. o ... .. o..
.o ~ . LoUo o~ .. . o ... .. . . ... . ... .. . . .o. . .o .
z80
L,
• .•o ~ o. .. o o .. .. ... .. .. • .. .. . ... ... . • o •o
....
.o. . • o .... .. o • • , ,o ,.. ... ..•o• .....
.... ..... ..70 ++o • . • o . ..o.. . . .. •: : - - : .. . ... .
. .... . . . o oo •o
................. .. ......... o..... .....
. ..... . . . . o . .o+. ........ . . .. . . . o. .... .......
... .. . .. ........ .
o--o -o--* -o+ ~~. . o .. o . o . . ...o- . ... •..... . ... .
...SYMBOLS-.IT.OPEN SLITSUCTION :............ ... .-... -.o. ..
.... . • o o o oo. . . . . .o .......
o o~ ..o • .. . . .. . ... . ..... • + , .... . . : o . o o
.o.SYMBOLS. oSLIT.SUCTION ..... . .....•..CLOSED NO o ••. * • . .
.... ° . .. ... . .; : . + • . . : • .... .
2...o............................
CC 1.6 ... ... ...... .. o . .. o o.o.. . + . . o . .... .;....
;;.
. 0...o .. o~~~ •o + o~.... ........~~~ .. o• o..
.. o~ ~ ~ . ~~. . .. o •. ...... ......o .....
.. ::. . ': :: .. i : E'i ii ': :. . 0 .'i.i~.i.i :i i'i i~ ::
.. V.+
0L .. .., .. . ... . . ~ . + ~ . , o . .o • . . . . .•.. .. .o .
. "°••'°'°~~~~~ ~~~~~ . ... i'... .. °..... o..oo.,.o.o..o •. 1: ..
o .........o o .+.o ..,. ... .. .. ..... . oo...o..
... , .. ......o o , o , .o . o+ ...... .+ +. . ? ! : *!.... D.W
.IGT L ... o o o L.oCO . .C . W. o ........ i.." ~. ..
• ,---o. . .o....... ,.....o....o...o...o
... .. o. o. •.•....o . .o .• . .. .. . o ...... .. . . . . . .
.1 .
... .. . . . .. .. ..r ...' ...... .. . . ...... . .... .......
.... .... .... ..... . . . ..... . . ... ....................
.....,...............709 1 3 5 7 9
Co0:ORRECTALLLIMIGTIN LO roo,°6.. .- ::-:/oo,•..;
,-•--o----- guore Stg ... O.... Performanc .
, °o °. ... ... o.. ... o ... , . o... 0 ,. .2 1.°..
1.21
http:SYMBOLS-.IT
-
2C. .,..... a . . .. .. . . .. . .o .. ... ... ..... .o...... o•
o +
: .: : -: .... .. . ..... ... ... .o.. = . . ..... . ..o . ..
.oo. . . ! - :
..... .... ........ ...8.0.. .... . . . ..
-~~ .... . ..... ... ~ ~ ~ ....... ,.. .....
...E. SYMOLS-WITH SLIT.SUCTI......... ...
. 1. :.... . ........................ .... . ,.. ...... ...
.....
,• +. ~~.o.. ......,. .o. .. .. . . • . ..~.o.. .. .. . o
2 . . . . . . .......... . . . . . ...... ......" " ... . .
.....
2.0 .... ................. , o.. .. , • , +. • , o. .. ,, ..
..........
.. . ...... . • .. . . .•.... .. 0 . o , ~ . ....~~~~~~......o .
.. . . •. . •• . 1 go%
CLSE 10004-JSLTUCIN ... -... .. ..... .- .. .---.. ..1 6 . . . .
....... .
...... ... . ..... ...... + . + 0..o ... . go.
. ..... . .. .. .. . ..... . . . .o . . *. . .... . ,
. , . , .. ~ ~~.... . . ~ , 0...
o .... ... ,o .
o............... o ......... ........ *
.. ., .. . o... .o . . o . , o . ,.
~ . o . , o .7., %.o. .. . . ...••.. . ...
Cr
::1.2 ... ..... ...o ., .. •,an . .. ......... . + ...... •
•~. o.~ . ..5 %.o .. o. . . o....o....o o. . . o . . . .......o
........................ ... +.~ . .......
... . . .. ..... .. . ............. ........... .. ..........
0.... . . . .. , , o . . .. . ... ... . .. ...... .. .. , G.. ., ::
: ,.: ,:
... . . ................... o +. . .. .. ..o.. + o...... ....
...
.6..... . . . ...
...':; ;"::' ';m : .............. "::.... ..;. . . . . "''"" '"
: :::' ....... ::: ... .... . ......
"P;i;;i;:........,...........
.. .. • . .. . . .. . . . ...... . . .... . .0:."
BLEEDU................... ... • :1 ::NO,,i
70 90 110 130 150 170 190 LL' ... ... .. °.. ' . .. o . . . . .
. ,..... ... ,::: . 0
CORRECTED HEIGHT FLOW -Wvu71 67 LB/E1. . . . . . . . . . . . ..
........ .. . ... . . .:. ....... .
1- ,1.:,Figure 10 Rotor.. .Overall.. Performance. .. .. ..1. ...
. . o .. ,... . .2.0..
Cl) ...... .... ::o:::CORR. FLOW RATE LES/SEC: o...
..................... ... .... ........ ,..,.....,,...........
........ ,..,..........,.o,,•. ....°.o.....
........................... o...o......,.o.,......... o
6/) 0 10 2, o o5o6o0o . 0 . 0 HUB 10 , ., . ,.P. . 177.0 6 0 70
70 90 100 0 9 0 40Po TIP
F u 0oo.oco.°o,,ooo0,StatorLe0ading E P c a esIoooo0oIoo0ooff
of0 e 0gno0eHUBECTD PERCENTLWSPAN LS/E TIP
Figue11Effetro Stto Leadin Ede PoeBlocageatDsgSpe
2........ o ..... .................................
•.•.....................................22 ....... " " '" " " " ,
"o' .' o "O R F O A EL SS C
-
... ... .. .. 20
i ] . .... . .. -18
........16S14 . ....o..... .. i ' : ....... ! ........ .. ..
)_ l: :.- : :. . : ! ]"" . - - 5%SP-AN ""
%oDESIGN SPEED MACH NO. RANGE
100 .938-966 6 95 .885-.922
90 .828 -- 869 85 .782-.818
X 70 .624-.6644 i 50 .436 - .467
2 .. . . . ... .. . . s . . . .2 : . . . .
0.6.................. ": .................. . ...
..........................i' ........ ....
o 0.5 . 3
...) .... .. ..... ;. . . . . . . . . ; X.- ...... . . ... . h
.... . .... . ... .... z 04
o XLi. 0.3
. . .. ...... . . . .. .. . ..... ............
13 0.3
O 0 2. . ..... ....... . U
, 0 1 F .. . . . .: .- . .'.. ;. : . . . . . : - . . . .- .i . .
. . . o, o " x ii i i ! . ....... ...
- .-0.1 . - - - - . . .
-2 0 2 4 6 8 10
INCIDENCE ANGLE, SUCTION SUR'FACE, Is, DEGREES
Figure 12a Rotor Blade Element Performance With Stator Hub Slit
Suction, 5Percent Span From Hub
23
-
18
16 . .. ....... ... ".. ..... .....
c 14 -'...... . ". ... . .... .. ................. ... ... .
o 12
10J
10% SPAN """% DESIGN
0 8 .. . SPEED MACH NO. RANGE
SO 100 .988-1.016 O 6 -" . - - 8 95 .933-.970
> 90 .874-.914
4 -• - - 0
X 8570
.824-.860.659 -.698 ..
S . . . 50 .462 .492 ....................... ....
............................ ............ ........ ..
2 : 06 . -..
06
0.5 -" - - I - . ._.., _" : .-I - S--: " :." "
...:. .i.- ... .. . , .......D .. .. .OA
enu *. *
0.2 - . . ........... .. ........ . ....03*0.
03 0A
L.-. :... .. '
od, 0 l±Ja ,......... : ..... .:. .... .
-0.1 -2 0 2 4 6 8 10
INCIDENCE ANGLE, SUCTION SURFACE, IS,DEGREES
Figure 12b Rotor Blade Element Performance With Stator Hub Slit
Suction, 10 Percent Span From Hub
24
-
20
18
16 Cn
cc0 14 ,"... .. .X - - : ..... .:...x- - . . . " . . .. .. ...
.
w 12
.. ...... ...... .. ... .... .... ... .....
..................................
Ct 101 - . 15% SPAN O .. . ...... . % DESIGN
SPEED MACH NO. RANGE;:--' 8 :
5°'LU . I............. . - " ' ' -'
w . . 0 100 1.034-1.063
95 .977-1.0136 "-6 90 .915- .954
. . 86 .863- .897 4.X> 70 .691-730
: 50 .484-.514 .. . .. ... .... .... ..... ... .
..........;....... .. ........... . .
21
06
C.. .. . .. .
I 0.4 *
0
! .:.: .' .i ".... ..~.. . ........--... .i . 2 - . . ......
...""".'".. 0.2 0.21: f,
. .. ......... . .
- - .. ...... .. . ....... .. .-.........03 . ... . .. .. ....
.
LU0 . 0.1
U-Lu0
0 1
. .. ... ... ... .. ... ... ... .. .... . ...... .... . .......
.... ........
-0.1 6 8 10-2 0 2 4
INCIDENCE ANGLE, SUCTION SURFACE, Is, DEGREES
Figure 12c Rotor Blade Element Performance With Stator Hub Slit
Suction, 15 Percent Span From Hub
25
-
--- - --- -
20 ."... ......... ..*.... .. ."...... ........
30% SPAN 18 %DESIGN
... .. SPEED MACH NO. RANGE ..... ....
16 100 1.153-1.189 u .... .... ........ 95 1.090 - 1.131
- .90 1.021 -1.062 OL 14 0 85 .963-.999 o ... . X 70
.774-.812
o : 50 .543-571
0.. .. ..* eLc 10
.,
4< Z. --. . .. .. ... . ..-. . .
6
4
" E- . ... . " . - , " ....... "". ...... ' " +" "- '.. ......
.. . . • . . . ; - . - . .. .. - " .""... 21
06......... ....... + + + +:- + . .
.."" ..... " - .. .. . . . ....-- .. .... . j -.. .
•0.5 .
L 0 . . ... ...
IL
0-3 .
0 ..... .. "........-.-.....
0.21
OA -.m.. ... .. ...i ' •:.. ........-.............."
HU. ......--.----.
....._........-..-..-................-..........
U":. 0. . . . "- + + ' + + :
Z3 0 '"..... . . .. + . . .. . ... . . .. .. .. . . , . . . . .
. . . ; . . • . , .
--)0.1.
-2 0 2 4 6 8 10
INCIDENCE ANGLE, SUCTION SURFACE, Is, DEGREES
Figure 12d Rotor Blade Element Performance With Stator Hub Slit
Suction, 30 Percent Span From Hub
26
-
20 '
18 ' S:..... "'""..... :" '." .......' " .... --- ""50% "--D E
IG SPAN
* .%%DESIGN
16 " SPEED MACH NO. RANGE
LU 14 100 1.285-1.3315 1e.95 1.215 -1.262
U ... ............... 90 1.139-1.186 . .: 85 1.076 -1.114
12 "'X 70 .866- .904 S... ........... 50 .608-.636
Z210 -.
.... .
8--x
>~
4
21
a .............;- ........ - > : i i , 0.6
,........----.... J0--oi.. - - )0.5 ..........
0 ...,.......- -- . ... ..-..... " .. x* .-:. -- ...........
LLo .* 4xt'
. . D
...
-0.3 "-X -
0.21 U-"- • i -*
0 4""...i " " " "i.......... . ..
LI. 0.2. . .. ...............................
U
--0 . ..:. .. e.- :
. . . . .
-2 0 2 4 6 8 10
INCIDENCE ANGLE, SUCTION SURFACE, Is,DEGREES
Figure 12e Rotor Blade Element Performance With Stator Hub Slit
Suction, 50 Percent Span From Hub
27
-
20
18
16
. .
..... ...... .. .......... .... . i i : :
... ....... 70% SPAN ,........vi............... 7 PA .......
.... . . "' " " " --
%DESIGN
SPEED MACH NO. RANGE wi ...-- ..... .. . . :. . .. .. .. .
..i--...... ... .
VD 14 . .... 100 1.406 -1.448w 96 1.329- 1.373 .. ".".-........
----..... -" .......... 901 45- 1.291:.......... .......
.:--........-- -.
090 1.245-2185 1.178- 1.214
12 , '"X 70 .949- .984 ...........- .-- .................... 50
.668- .694 ......0°:............................... .... .!:i...
...
_0 8 .. . .
B I> . .... . ...... .. .......... ..
4. 4 " : [ :. [ :. . .
21
06
0 .
0..) ......... i......." .; .... ......:....... ..... .-
........ .. ...........i... . - .C: .. . . -- . : : U- ,5: - . i -
- : [ . . . -- '
204 x o ..:. .....:... . .....-- -- ... .. . . . ---- --- -.....
" . ... .... . ... --.. --- ...
L.03
o . ...:... ...... ............. . ..... .......... ....
0 . .*. . . . .
0.4+04 ' . ' . . ... :u.:3;'::- .. . i -. .. --
....-......-..... .
0.2
W02:o : i . . :
13 03 - -.. ..- -= . " .... :
...... i . -. :
: ,
.. :
.. " .
. .... - " : !
W . . . . . . . ..-.... ....... "- - i . ...................
i...... ..... ....... ..........---. "----.--- .-.
0 0
-0.1 0 2 4 6 8 10
INCIDENCE ANGLE, SUCTION SURFACE, Is,DEGREES
Figure 12f Rotor Blade Element Performance With Stator Hub Slit
Suction, 70 Percent
Span From Hub
28
-
. .20. . . .. .. . . . . . . . .... .. . .....
18 ............. . . . 85% SPAN...
* . %%DESIGN 16 - SPEED MACH NO. RANGE
... ..... ..... . ",.. .. ;"I...-:C./.... ; CoL 14 o 100 1.491 -
1.524
1 95 1.409 - 1.447 ... .. ........ 90 1.319 -1.363
o12 8b 1.248 -1.2812ol X 70 1.005-1.040 " ... .. . 50 .708-
.733
;2 10z
_... . .. . .. .
I
....... .. .... . . ... .. .. .. . .. . . . . : ' ] i..i .
..........
06
> .
22~ ................. ............. . ...%. ... . . ... ..
C[A . ... - . .. ...f E3
~i40 0.0.6 0...............".---48
6' 203 " 1
04
0.2j30.3
Li. U-x .... .... ....
0.21 f*
130.
-0.12
-2 0 2 4 6810 INCIDENCE ANGLE, SUCTION SURFACE, Is, DEGREES
Figure 12g Rotor Blade Element Performance With Stator Hub Slit
Suction, 85 Percent Span From Hub
29
-
1. . . .. ,- + .... +.. +. . .•...... ..... . . ... ... . .
......... . . .. .. . . . + . •. . . +
...... 90% SPAN %DESIGN166 : . . MACH NO. RANGE-SPEED
Lii
o 100 1.517-1.547O 14 ii a 95 1.433 - 1.470 a 90 1.342
-1.385
85 1.270 - 1.302 u 2 X 70 1.023 -1.057
-. . 50 .721-.746
00 . . . ..S. . .
OX -4.X-
. ];"6. . . .. ......... , S-+ ..... ......... .. .... ..
............ ....... .
2 o . . : :i ix
I- 2 . i0 0.5~* a
i
o: : " i "*+L: i +).................. ... ...... " Xo04 +++++ .
.+++_ +: . . . +× - ..- + + ... ... ..S.
u. 0 3 --. " "" . -. ". .. - " - ' :3n '
U- - , : : i ! i ; i + x: +
0.2" : " : ""
IS 03 ".. .....4 . . .. ....
o 0.2 ... . . . . 0.
o 0.1 . .. . . *--. . 0
CO00 co
. .- 0.1. . . .
__0.1 * :
-2 0 2 4 6 8 10
INCIDENCE ANGLE, SUCTION SURFACE, Is, DEGREES
Figure 12h Rotor Blade Element Performance With Stator Hub Slit
Suction, 90 Percent Span From Hub
30
-
20
18 - .-. . - "95% SPAN % DESIGN
SPEED MACH NO. RANGE 03 1616 ....... . .-. +. ... . - .. -
........ " W . .. *o 100 1.541- 1.570 ... .
:. 95 1.457 -1.491 w o 14 "-. .. . . . . . . . . -.. . 9085
1.364-1.4061.290 1.322
o X 70 1.040- 1.072 u -.J
12 , : , : ,:r-,_
[3 5. 733-.757
.... *. ....... . . . . ....... 2,.
... .-- - - - , - - , = ,
-
_____________
____
: ,I - [" : -- -- D
.S .G . ..............
- : [~~~~~. -- =' 5%SPAN±
: * I .%DESIGN- - MACH NO. RANGE -":-1SPEED: . 2C -t--j I
:.-
--. ! . L -_{__ .... " ....... _ __ 1w0 .892 950 __..... 2 0 0
95 869 - 26"18 . - ' :
85 .802-.873 16 X 70 309-.759 -
... ....... 50 .484-.547
--~--14
........ ... ........
1
.6.
..
. ,, × . - . ..
., ..... .. .. . 4. . . ..
-. . . . 7 - . .; ..-F . . - - F13
0 - ---- F F a.. . . ....
2 1.2 -- F
0
.2
04 Span FromHu
-ffl-L------.9..42-yjA7 I E C AN LE SU TO SU F C ,is E R EIN
Fiur.3a Sat.Bld.Eeen...omac.Wt-.aorHb.lt.utin.5Prcn
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w -_SPEED MACH NO. RANGE
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6 -14 -12 -10 - -2 0 2 4 6 8 10 12 14 16
INCIDENCE ANGLE, SUCTION SURFACE, is,DEGREES
Figure 13b Stator Blade Element Performance With Stator Hub Slit
Suction, 10 Percent Span From Hub
33
-
- - - -
22
20 ---- --
10i] : [ ] 15% SPAN
" , . . . ... - %DESIGN 4-- SPEED MACH NO. RANGE
lii . ... ;. . ..,... . . -. { 1 : : -. o[ 100 .832- 888
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16 -14 -12 -10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 t6
INCIDENCE ANGLE, SUCTION SURFACE, is, DEGREES
Figure 13c Stator Blade Element Performance With Stator Hub Slit
Suction, 15 Percent Span From Hub
34
-
-------- --
---
22 - -- . 30% SPAN
" % DESIGN
20... ..... --.- -- .:A------ --- t------ MACH NO.
RANGE-.SPEED
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-16 -14 -12 -10 -8 -6 -4 -2 O9 2 4 6 8 10 12 14 16
INCIDENCE ANGLE, SUCTION SURFACE, is,DEGREES
Figure 13d Stator Blade Element Performance With Stator Hub Slit
Suction, 30 Percent Span From Hub
35
-
-- - - ------
-- ------- ------
..... '.. - -........ ...
,DESIG 50% SPAN20 ... .... .% DESIGN"
..... -SPEED MACH NO. RANGE, LtU -- .18 .
w : 0 100 .740-.780 95 .708-.752 90 673-.721 85 .639- 697
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-----------, .DESIGN SPEE%DESG +-
I SPEED MACH NO. RANGE. -.
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-16 -14 -12 -10 8 - 4 -2 0 2 4 6 8 10 12 ' 14 16
INCIDENCE ANGLE, SUCTION SURFACE, is, DEGREES
Figure 13f Stator Blade Element Performance With Stator Hub Slit
Suction, 70 Percent Span From Hub
37
-
--- -- - - - ------- ---
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10 SPEED MACH NO. RANGE.
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-
-16 -14 -12 -10 " "4 "2 0 2- - 4 6 8 1012 14 I
INCIDENCE ANGLE,SUCTION SURFACE, i.DEGREES
Figure 13g Stator Blade Element Performance With Stator Hub Slit
Suction, 85 Percent Span From Hub
38
-
--- - --22
-0 . . . . . . . . . .I , - - :
-20 -
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0 % DESIGN
-2 I SPEED MACH NO. RANGE10
. E0 12. . 100 N0 .691-.748
S95 .693-.08 i. . . : '' 00.665-.677
085 .629 -. 647 *
X 70 .313-.529 * 6 _- ________ " " 50 .357..364
4
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0.
.1 £0
-16 -14 -12 -10 .8 -6 -4 -2 0 2 4 6 8 10 12 14 16
INCIDENCE ANGLE, SUCTION SURFACE, i., DEGREES
Figure 13h Stator Blade Element Performance With Stator Hub Slit
Suction, 90 Percent Span From Hub
39
-
- - - - - -
. -. . ,.. . ,. . .. . . . .- .I
-. _ ,22 : _
-I .SX r . . . . 20 - . :-...*...- 0 - -.. . - "
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V 16
~ 14 4- --- -- -- -95% SPAN
" " "! " " % DESIGN "12 SPEED MACH NO. RANGE
M 100 .670-.734
a 95 .666- 696 0 10- I - 90 649- 657
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353
oi .. . -i
41
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INCIDENCE ANGLE, SUCTION SURFACE, is,DEGREES
Figure 13i Stator Blade Element Performance With Stator Hub Slit
Suction, 95 Percent Span From Hub
40
-
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INCIDENCE ANGLE, SUCTION SURFACE, i., DEGREES
Figre 14a Effects of Stator Hub Slit Suction, 5 Percent Span
from the Hub -Stator Blade Element Performance
41
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INCIDENCE ANGLE, SUCTION SURFACE,* is, DEGREES
Figure 14b Effects of Stator Hub Slit Suction, 10 Percent Span
from the Hub -Stator Blade Element Performance
42
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INCIDENCE ANGLE, SUCTION SURFACE, is,DEGREES
Figure 14c Effects of Stator Hub Slit Suction, 15 Percent Span
from the Hub -
Stator Blade Element Performance
43
-
o 15.. ......,....,-.. o...................... ..........
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50 60 70 80 90 00 10 20 30 40 50
PERCENT GAP
Figre I15a Effcts of Stator Hub Slit Suction on Gapwise
Distibutions of TotalPressure, Temperature, and Effciency, 5% Spa,
70%Speed, Maximum Flow
44
-
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50 60 70 80 90 0.0 10 20 30 40 50
PERCENT GAP
Figure 16a Effects of Stator Hub Slit Suction on Gapwise
Distibuions of Total Pressure, Temperature, and Efficiency, 5%
Span, Design Speed, Maximum Flow
46
http:S1.-.1.22
-
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............. O 50 Tepeatre70 an fiiny'5Upn90 0 10 einSpeNatl 30 40
5060 80 20
PERCENT GAP
Figure 16b Effects of Stator Hub Slit Suction on Gapwise
Distributions of Total Pressure, Temperature, and Effciency, 5%
Span, Design Speed, Near Stal
47
-
100 ..... !.: .... ....
. o °° • • ° °°°oo °.....°° • • = . ° ° ° °° ° . ° ° o °° ° °
..
. !!: AX R . . . . . .....o- ....... . . ......................
......... ....... T EF I l NY.......... .
o.........o.0 . .. .. ........
° • .°° °° ....... .. . . • °o ° . ° ° o °. ° .° ° . .° o °
CORRCTE W /67DELSIGSEEDEGHTFLO
o 70
ooo.~oooO2ooooo.o oo~~00o~ooooooo.oooooooooooeoooooo° ...
.. 0 . . . . . . . . . .......................... ........... ..
.............
....... 0 ...-.1....... . . . .P I T A G. . . . ......
.............. . .
.o .. . . . . .. .. o ..... . ,. o . .. a...o ..°.. ... o .. ...
.. . . .. * . . o . o .
0 ... ... ...... - ..................0- - ... - : o " .
......................... .. .... .......0 ...... .cc 9 . . . .. .
. .. . .. .. . .. ...
... ..... .... ............... ....... .......................60
. FR*EESTREAM:o T.T LPE.UR
000 000000000000.000.... ........ PON ATDEIG.SEE...... .00
A:::~.:........................ .. .
117 :: .: . ........ . .. ........ . . ....000 ..... .. .... . .
.. .W ........ ................................................
......... .. .. . . . : : : . . . .- . . .. . .o .. . . .o . .. ..
. . J C .Y. ..°. . .. ..
.... PE . . . 0 1
. R ES R A DA....A ICE FCE C oo o ooo........TD SG .......
0.......PON
.0 04.. 0 0 ....... 0 .700 80001002003............
20BASED ON STATOR EXIT
60
TIPHUB
PERCENT SPAN
Figre 17 Efficiency Comparison of Free-Stream Toal Pressure
versus FreeStream
Efficiency Calculation Methods
48
-
*
PRESSURE SURFACE
SUCTION SURFACE
TIP
_1.5
1.6
65
CL
01
52.08
.81585
12.201.
9.70 19
Figure 18a
/
Total Pressure Ratio (P1 3 /P0 ), 100 Percent Flow Rate
HUB
Speed, 181.5 Pounds Per Second
49
-
4 PRESSURE SUCTION SURFACE SURFACE
1.50
9b21 -1.55
-1.6o
o1.6
I-2 52.01 U
0.
121.70
" - 1-75
-- 1.8o
1.90 1.85
12.1_8
7-03 1.95 1.90
2.7.03
HUB
Figure 18b Total Pressure Ratio (P 13 /P0 ), 100 Percent Span,
180.7 Pounds Per Second Flow Rate
50
-
t PRESSUR> SUCTION SURFACE) SURFACE
1.55- TIP99.48
99.6
2.0--
1- .95
z
W
C 52.08
o1. 31-5
2.0 -2.0
S 1.95
i.8o
16. 14
12.21 9.702.
Figure 18c Total Pressure Ratio (PI 0 Flow Rate
1.85
1.90
HUB
0), 100 Percent Speed, 175.0 Pounds Per Second
51
-
i PRESSURE SUCTION SURFACE SURFACE
9_9-4 _ T IP
94 .42 .4
7-1.98
2
0
0.
31.56
1.7012.199.7TO
1.80 -1.75 1.85-
HUB
Figure 18d Total Pressure Ratio (P1 3 /P0 ), 90 Percent Speed,
153.96 Pounds Per Second Flow Rate
52
-
PRESSURE SUCTION SURFACE SURFACE
88.19 1.220 TIP
11.220 _9 ' ! -171! 24 o 1.220
1.23
88 .15
1..200
12
30.32
1_4.89
10.95
1.2303
HUB
Figure 19a Total Temperature Ratio (TI 3 /T0 ), 100 Percent
Speed, 181.5 Pounds Per Second Flow Rate
53
-
PRESSURE SUCTION SURFACE SURFACE
1250
I- = . 1.230
a 50.761.3
Lu-1.240
.-.
---1.230
i .84
1/
, 1-. 220
1.210
HUB
Figure 19b, Total Temperature Ratio (T1 3 /T 0 ), 100 Percent
Speed, 180.7 Pounds Per Second Flow Rate
54
-
PRESSURE SUCTION SURFACE SURFACE
TIP
2 i 1.25
a
zLU
Lii
-.26
30.32
~1.2
12
. 220 -
8.45
Figure 19c
1..2
HUB
Total Temperature Ratio (TI 3 /T0 ), 100 Percent Speed, 175.0
Pounds Per Second Flow Rate
55
-
PRESSURE SUCTION SURFACE SURFACE
1.22 TI
!.2!---0
1.2
1.2
to5o.82
z
cc
tU 1.19
30.31
14.88 ---1.19
10.9 1.20
8.45 1.21
-- 1.22
1.19
HUB
Figure 19d Total Temperature Ratio (T 13 /T 0 ), 90 Percent
Speed, 153.96 Pounds Per Second Flow Rate
56
-
PRESSURE SUCTION SURFACE SURFACE
TIP
94.42
20
I-4
C-,8
C-6
L)O
-6 -6
12.20 -
16.14 LHU //
12.20
-6 6 -4- -6
HUB
Figure 20a Absolute Air Angle, Degrees (90-3 13), 100 Percent
Speed, 181.5 Pounds Per Second Flow Rate
57
-
NPRESSURE SUCTION
9944
SURFACE
1
SURFACE
TIP
89.40
73.88
2lL 52.01
I-6
94.3!.-
12.18 12
-8
0-6
31.55
12.3-8
9.6 -6
-4
Figure 20b
58
Absolute Air Angle, Degrees (90 -913), Second Flow Rate
10
HUB
Percent Speed, 180.7 Pounds Per
-
PRESSURE SUCTION SURFACE SURFACE
99.48 TIP
94.42
a-Co
z 52.o8
C--8 w
-5
-10 -8 1.14
12.22:
9-70
HUB
Figure 20c Absolute Air Angle, Degrees (90 -913), 100 Percent
Speed, 175.0 Pounds Per Second Flow Rate
59
-
PRESSURE SURFACE
SUCTION SURFACE
TIP
--
-8,
w-91.07
INI
Figure 20d
60
1-2.19
=:98
-HUB
Absolute Air Angle, Degrees (90 -/1) Second Flow Rate
-10
90 Percent Speed, 153.96 Pounds Per
-
* PRESSURE) SUCTION SURFACE SURFACE
99.4o TIP
73.99
2 LU
U
52.08
- 1.20
31.57
-1.15
12.20
9.70
HUB
Figure 21a Static Pressure Ratio (P 13 /P0 ), 100 Percent Speed,
181.5 Pounds Per Second Flow Rate
61
-
PRESSURE SURFACE
SUCTION SURFACE
89.40 1.4o
73.88
cC
z .3
52.01
31-5
16.og
12.18 1.25 1.29.61
X.0
.0
HUB
Figure 21b Static Pressure Ratio (PI3/P0 ), 100 Percent Speed,
180.7 Pounds Per Second Flow Rate
62
-
PRESSURE SUCTION SURFACE SURFACE
1.50
944
89.4
I
LU __52.080
0.,
1.45
-12.21 1.4
9.70 6.6
HUB
Figure 21c Static Pressure Ratio (P1 3 /P0 ), 100 Percent Speed,
175.0 Pounds Per Second Flow Rate
63
http:LU__52.08
-
PRESSURE i) SUCTION SURFACE SURFACE
9_9' TIP
1.35
73.98
z 520 F- 52.07
0 w
wJC.,
31.56
1.30
16.13
12.19
6.98
1, 36 .25 125
HUB
Figure 21d Static Pressure Ratio (P13/P0), 90 Percent Speed,
153.96 Pounds Per Second Flow Rate
64
-
PRESSURE SURFACE
SUCTION SURFACE
9.4 - 4oo
TIP
8. 4o 0 1 M_5000
Cooo
2 44
89.4
70052.08 z
LHU
9.70
Figure 22a Meridional Velocity, Ft/Sec (Vml3), 100 Percent
Speed, 181.5 Pounds Per Second Flow Rate 65
-
PRESSURE SUCTION SURFACE SURFACE
q -44TIP
/--- oo
89.40O
-- 00
73.88
700
z
~52.0O1
LU 0.
7800
4--(
16.01
12.18
9.61
HUB
Figure 22b Meridional Velocity, Ft/Sec (Vml3), 100 Percent
Speed, 180.7 Pounds Per Second Flow Rate
66
-
PRESSURE SUCTION SURFACE SURFACE
200 a__8N TIP
-500
I-Lu
- 2.08
0. L) ' / oo o60
070
86oo
12.21
6. 6 9.900
HUB
Figure 22c Meridional Velocity, Ft/Sec (V.1 3 ), 100 Percent
Speed, 175.0 Pounds Per Second Flow Rate
67
-
PRESSURE SUCTION SURFACE SURFACE
.300
Iz 52.07
a..:
79.70
Figure 22d Meridional Velocity, Pt/Sec (Vml3), 90 Percent Speed,
153.96 Pounds Per
Second Flow Rate 68
-
APPENDIX 1
PERFORMANCE PARAMETERS
a) Relative total temperature T'8 =t 8 [i+ 7- 1 (V)2]T1 1+ Y2 1
(M' 8) 2](rotor (oo nin)
T' 9 =T18 + [cwr8) 2 2 8(wrj9)2 (rotor out)
b) Incidence angle based on mean
in =/'8 -#"8
tm =010 -*10
camber line
(rotor)
(stator)
c) Deviation
80= - 0 (rotor)
IQ= 0l! - 0*11 (stator)
d) Diffusion factor V' 9
D 1 V' 8Vr
D=1- V11110
+
+
r9V9 -r8V 8
969 8V8 (r 8+r 9 ) cV' 8V -r V a
10 V0 10 riri 11 (r1 0, + rll) aV 1 0
(rotor)
(stator)
e) Loss coefficient
PE8 [T'8 --
P9 (rotor)
j = 1I0 11I
P11(stator)
0 P1 0
69
-
f) Loss parameter
cOCos (9 (rotor) 2 a
Cos flu (stator) 2or
g) Polytropic efficiency
y1in 9 S [ P7 j
1) p -
1 7Pin T9] (rotor)
y1In I[Pill1
2) "p = tl 17 (stator)
h) Adiabatic efficiency
[P9 " -1
ad= [7J 1 (rotor)
L T12 -1
nad = ] (stage)
70
-
W12[P7 12
ad= adjusted W
[]
1 2
I + W16 T16- 1
(stage)
) Wake blockage factor
Z AV P A
n AV
avg
where n is number of tangential traverse
points equally spaced across a stator gap and PAy avg is
calculated from mass flow averaged values of P, p, and T at that
radius
71/72
-
APPENDIX 2
SYMBOLS
A - area, ft2
Aan - annulus area, ft2
Af - frontal area, ft2
c chord lengt
