Section
TABLE OF CONTENTS Section 1.0 SUMMARY 2.0 INTRODUCTION 3.0 ANALYSIS AND DESIGN 5 3.1 Aerodynamic Design 3.2 Mechanical Design 21 3.2.1 Design of Rig Subsystems 21 3.2.2 Design of Test Rig 23 4.0 FABRICATION AND ASSEMBLY 29 4.1 Fabrication 4.1.1 Blades 29 4.1. 2 Vanes 29 4.1.3 Disks and Sideplates 30 4.1. 4 Cases 4.1.5 Shaft and Main Bearings 4.2 Assembly 30 4.2.1 Vanes 30 4.2.2 Rotor 4.2.3 Cases 4.2.4 Shaft and Main Bearings 33 Stand Instrumentation 4.2.5 33 5.0 TESTING 35 5.1 General Description 35 5.1.1 Test Facility 35 5.1.2 Test Rigs 35 5.2 Instrumentation 5.2.1 Annular Cascade Instrumentation 35 5.2.2 Rotating Rig Instrumentation 38 5.3 Test Procedures 39 5.3.1 Annular Cascade Test Conditions 39 5.3.2 Rotating Rig Test Conditions 41 5.3.3 Data Acquisition 42 5.3.4 Data Recording 42 5.3.5 Data Reduction 42 5.3.6 Shakedown Testing 5.3.7 Rotating Rig Stress Testing 42 6.0 RESULTS 49 6.1 Annular Cascades 6.1.1 Performance Discussion 49 6.1.2 Analysis Discussion 6.2 Rotating Rig 59 6.2.1 Performance Discussion 6.2.2 Blade Analysis Discussion 6.3 Summary 73 v
Section Page
TABLE OF CONTENTS (Cont' d) Section Page 7.0 CONCLUSIONS 77 APPENDIX A Airfoil Coordinates 79 B Build 1 Cascade Data 97 C Build 2 Cascade Data D Build 3 Cascade Data 145 E Build 1 Rotating Rig Data 171 F Build 2 Rotating Rig Data 199 MAILING LIST 229 ~ vi LIST OF ILLUSTRATIONS Figure Interaction of Uncooled Rig Supporting Technology Program with the High-pressure Turbine Component Effort 3 2 Reaction Level Versus Turbine Efficiency 5 3 Energy Efficient Engine Uncooled Rig Flowpath 8 4 Velocity Triangles for Low Reaction Design 9 Velocity Triangles for High Reaction Design 10 6 Energy Efficient Engine Uncooled Rig Build 1 Vane Root 11 7 Energy Efficient Engine Uncooled Rig Build 1 Vane Mean Energy Efficient Engine Uncooled Rig Build 1 Vane Tip 13 Energy Efficient Engine Uncoo1ed Rig Build 1 Blade Root 13 10 Energy Efficient Engine Uncoo1ed Rig Build 1 Blade Mean 14 Energy Efficient Engine Uncoo1ed Rig Build 1 Blade Tip 12 Energy Efficient Engine Uncooled Rig Build 2 Vane Root 15 13 Energy Efficient Engine Uncoo1ed Rig Build 2 Vane Mean 16 14 Energy Efficient Engine Uncoo1ed Rig Build 2 Vane Tip 17 15 Energy Efficient Engine Uncoo1ed Rig Build 2 Blade Root 17 16 Energy Efficient Engine Uncooled Rig Build 2 Blade Mean 18 Energy Efficient Engine Uncoo1ed Rig Build 2 Blade Mean 19 vii LIST OF ILLUSTRATIONS (Cont'd) Figure 18 Energy Efficient Engine Uncooled Rig Build 3 Vane Root 19 19 Energy Efficient Engine Uncooled Rig Build 3 Vane Mean 20 20 Energy Efficient Engine Uncooled Rig Build 3 Vane Tip 21 21 Uncooled Rig Resonance Diagram (Build 1 Low Reaction Blade) 22 22 Uncooled Rig Resonance Diagram (Build 2 High Reaction Blade) 23 23 Energy Efficient Engine High Pressure Turbine Uncooled Rig 24 24 Circumferentially Traversing Exit Instrumentation Ring 25 25 Uncooled Rig Modifications Required for Annular Cascade Testing 26 Uncooled Rig Critical Speed Characteristics 27 27 Energy Efficient Engine High-Pressure Turbine Uncooled Rig Vane Assembly 31 28 Energy Efficient Engine High-Pressure Turbine Uncooled Rig Rotor Assembly 32 29 Annular Cascade Rig 36 Rotating Rig 37 Energy Efficient Engine High-Pressure Turbine Uncooled Rig primary Performance Instrumentation 32 Typical Run For Rotating Rig Testing 41 33 Rig Wire Seal and Damper Locations 43 34 Strain Gage Location 44 35 Strain Gage Location 46 viii LIST OF ILLUSTRATIONS (Cont'd) Figure 36 Holographs From Blade Bench Tests 45 37 Stress Ratios From Blade Bench Tests 47 38 Rig Blade Resonance Diagram 48 39 Annular Cascade Pressure Loss vs Mach Number 50 40 Annular Cascade Pressure Loss vs Mach Number 51 41 Typical Vane Loss Contours at Design For Build 1 52 42 Typical Vane Loss Contours at Design For Build 2 53 43 Typical Vane Loss Contours at Design For Build 3 54 44 Vane Loss vs Percent Span 55 45 Vane Exit Angle Distribution 57 Deviation vs Mach Number 46 57 47 Flow Parameter vs Mach Number 58 48 Vane Surface Statics (50 percent span) 60 49 AN2 Increase 61 50 Efficiency vs Pressure Ratio 62 51 Outer Diameter Kielhead Efficiency Change with Clearance 63 52 Reaction vs Pressure Ratio 64 53 Efficiency Contours, Build 1 65 54 Efficiency Contours, Build 2 55 Efficiency vs Percent Span 67 56 Blade Exit Angle 57 Mass Averaged Blade Total Loss vs Pressure Ratio 69 58 Mach Triangles 70 ix LIST OF ILLUSTRATIONS (Cont'd) Figure Total Blade Deviation (air angle at the exit plane minus the gage plane air angle) 71 60 Blade Surface Statics 72 61 Effect of Leakage Flow on Efficiency 73 62 Uncooled Rig Efficiency vs Pressure Ratio 74 Uncooled Rig Efficiency vs Pressure Ratio 75 x LIST OF TABLES Table 1 EFFICIENCY GOALS OF THE UN(J)OLED RIG PROGRAM 2 MAJOR TEST CONFIGURATIONS OF THE HIGH-PRESSURE TURBINE UN(J)OLED RIG 4 PRELIMINARY TURBINE DESIGN PARAMETERS 6 4 AERODYNAMIC PROPERl'IES 7 5 VANE THROAT AREA BLADE THROAT AREA 32 ANNULAR CASCADE TEST INSTRUMENTATION 39 8 ROTATING RIG TEST INSTRUMENTATION 40 9 TYPICAL RUN FOR ANNULAR CASCADE TESTING FLOW COMPARISCN 59 11 DESIGN POINT PERFORMANCE COMPARISCN OF DESIGN AND EXPERIMENTAL MACH NUMBERS 68 xi
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LIST OF SYMBOLS A annulus area, in bx axial chord, in cx axial flow velocity, fps g force-mass conversion constant, 32.174 f/s2 h specific enthalpy, Btu/lb J work equivalent, ft-lbs Btu M Mach number N mechanical speed, RPM P pressure, in of mercury T temperature, OF or ~ U tangential wheel speed, fps W mass flow, lbs/sec x axial distance, in.
y tangential distance, in.
a absolute angle, degree
P relative angle, degrees
Subscripts a air AA area-averaged m metal MA mass-averaged S static condition T total state xiii 1.0 SUMMARY To achieve the goal efficiency for the Energy Efficient Engine high-pressure turbine component, a single stage turbine was designed to produce a high ratio of wheel speed to specific work, velocity ratio, and a low ratio of through flow to wheel speed (Cx/U). This aerodynamic concept was limited structurally by allowable blade stress, typified by parameter AN2 (product of annulus area and wheel speed squared). This design reduced turbine Mach numbers at the expense of airfoil turning, and was predicted to increase high-pressure tur- bine performance by 1.1 percent. The actual performance improvement, 1.15 percent, is in excellent agreement with the predicted value.
In addition to high velocity ratio and low Cx/U feature, design trade studies indicated that a 0.5 percent increase in turbine efficiency could be attained by increasing the turbine reaction level from a balanced Mach number design to a design with a subsonic vane. At the design point pressure ratio, the increased reaction level rig demonstrated an efficiency of 91.1 percent, 0.8 percent higher than the lower reaction rig.
The results obtained by canting the vane 13 degrees in the direction of rota- tion showned that the canted vane configuration had the lowest mass averaged total loss of all of the airfoils tested.
These results have established the uncooled aerodynamic efficiency of the high-pressure turbine at 91.1 percent and have verified the feasibility of the Energy Efficient Engine high-pressure turbine aerodynamic design concepts.
2.0 INTRODUCTION The objective of the NASA Energy Efficient Engine Development and Integration program is to develop, evaluate, and demonstrate the technology for achieving lower installed fuel consumption and lower operating costs in future commer- cial turbofan engines. NASA has set minimum goals of 12 percent reduction in thrust specific fuel consumption (TSFC), 5 percent reduction in direct opera- ting cost (DOC), and 50 percent reduction in performance degradation for the Energy Efficient Engine (flight engine) relative to the JT9D-7A reference en- gine. In addition, environmental goals on emissions (meet the proposed EPA 1981 regulation) and noise (meet ~R 36-1978 standards) have been established.
The Pratt & Whitney Aircraft Energy Efficient Engine high-pressure turbine is a single-stage design. A single-stage design has certain advantages when com- pared to its multi-stage counterpart. Single stage turbines require no inter- stage seals, require fewer cooled airfoils, and contain fewer leakage paths.
The inherent design simplicity of the single stage reduces engine initial cost, maintenance material cost, and overall engine weight.
The purpose of the Energy Efficient Engine high-pressure turbine uncooled rig program was to (1) establish the uncooled aerodynamic efficiency base for the high-pressure turbine component and (2) verify the aerodynamic design assump- tions for this component. The program was conducted to ensure timely interac- tion with the high-pressure turbine component effort, as summarized in Figure 1. The efficiency goals are presented in Table 1, and the major test configur- ations are summarized in Table 2.
Five performance builds (three vane cascades and two rotating rigs) of the un- cooled turbine rig were tested to establish the Energy Efficient Engine tur- bine efficiency base and to verify the advanced aerodynamic design concepts of the program. The first rotating rig (Build 1) and its companion cascade had a design reaction level of 35 percent and examined the effects of high AN2 (low Cx/U and high velocity ratio) on turbine efficiency. The second rotating rig (Build 2) and its companion cascade examined the effects of stage reaction on stage efficiency. This build of the rotating rig was also used to evaluate blade vibratory stress levels. The tests with the third annular cascade rig investigated the effects of a l3-degree vane tangential cant on cascade losses.
Thiq report describes the design of the two transonic single stage turbines and the test results obtained in the annular cascade and rotating rig test programs.
1978 1979 1980 3 4 1 2 1 'I
1.1 2
I 3 I 4 I :1 1 3 I
I r I
PDR 1 2 *0 ,.
HIGH-PRESSURE TURBINE COMPONENT DESIGN 1]- V V -9 AND FABR ICATION l' I
UNCOOLED RIG PROGRAM 9 ,-
f-l 9
*0 Program critical decisIon point Component prellm1nary des1gn effort completed, prel1m1nary des1gn review (PDR) held.
2 Componpnt detailed design pffort inItIated on non-aerodynamic act1vlties.
3 Build 1 rotating stage tests completed. Results establish feasiblilty of advanced aerodynamic concepts BU11d 2 rotat1ng stagp t~sts completed Results enable decision to be made on b~st vane and blade aerodynam1c conf1gurat10n. Component deta11ed des1gn effort cont1nues, incorporating aerodynam1c activltles Figure 1 Interaction of Uncooled Rig Supporting Technology Program with the High-Pressure Turbine Component Effort - The un- cooled rig program was conducted to ensure timely interac- tion with the high-pressure turbine component effort.
TABLE 1 EFFICIENCY GOALS OF THE UNCOOLED RIG PROGRAM Build 1 Build 2 Rotating Stage Rotating Stage AN2 (in.-rpm) 2 49 x 109 49 x 10 9 Rim Speed, Redline (ft/sec) 1730 1730 Reaction (percent) 35 43 Uncooled Efficiency (percent) 90.3 90.8 TABLE 2 MAJOR TEST CONFIGURATIONS OF THE HIGH-PRESSURE TURBINE UN<XlOLED RIG Vane Cascades 35-Percent Reaction, "Zero" Vane Cant Angle Build 1 Build 2 43-Percent Reaction, "Zero" Vane Cant Angle Build 3 43-Percent Reaction, 13-Degree Vane Cant Angle Rotating Stages Build I 35-Percent Reaction (vane and blade), "Zero" Vane Cant Angle Build 2 43-Percent Reaction (vane and blade), "Zero" Vane Cant Angle Blade Vibratory Stress Level Testing of the 43-Percent Reaction (vane and blade), "Zero" Vane Cant Angle 3.0 ANALYSIS AND DESIGN 3.1 Aerodynamic Design Turbine design studies indicated that to meet the goal efficiency, advanced aerodynamic concepts which achieve a high ratio of wheel speed to specific work (velocity ratio) and a low ratio of through-flow velocity to wheel speed (Cx/U) are required. These aerodynamic design concepts are limited by structural considerations typified by the parameter AN2 (product of annulus area to wheel speed squared). By designing the Energy Efficient Engine high-pressure 9, turbine to an AN2 level of 49 x 10 an increase of 1.1 percent in turbine efficiency was predicted relative to state-of-the-art single-stage turbines.
Design trade studies also indicated that turbine efficiency could be improved by increasing the reaction level from a balanced Mach number design to a design featuring a subsonic vane. However, as turbine stage reaction increases, rearward thrust across the turbine is increased and, therefore, bearing thrust balance can become a limiting factor. In the Energy Efficient Engine design, this limit was reached at about 43 percent reaction (see Figure 2).
PREDICTED DELTA EFFICIENCY STAGE REACTION Figure 2 Reaction Level Versus Turbine Efficiency - Maximum turbine reaction was limited by the engine rotor thrust balance.
As a result of these studies, two high AN2 turbines with reaction levels of 35 and 43 percent were designed for uncooled rig performance evaluation. The turbine parameters for these two designs are listed in Table 3.
In addition to the two full stage designs, a third set of vanes was designed, incorporating a 13-degree cant angle in the direction of rotation. This design imparts radial body loads to the gas flow and, according to published litera- ture, has been shown to reduce the inner diameter endwall losses. The aerody- namics for the three vane designs are summarized in Table 4.
TABLE 3 PRELIMINARY TURBINE DESIGN PARAMETERS Build 1 Build 2 No. of Stages 1 1 Pressure Ratio 4.0 4.0 Mean Velocity Ratio, U 0.56 0.56 -~v;:;:;2:='gJ;=~'77h-
Work Factor, (Jgf h)
1. 59 1.59 9) 7 9) AN2 (SLTO), (cm-rps)2«in-rpm)2) 8. 24xl07 (46xl0 8. 24xl0 (46xl0 7 9) 9) AN2(Redline),(cm-rps)2«in-rpm)2) 8. 79xl0 (49xl0 8. 79xlO 7 (49xl0 Rim Speed (SLTO), m/sec (ft/sec) 511. 0 (1677) 511.0 (1677) Rim Speed (Redline), m/sec (ft/sec) 527.0 (1730) 527.0 (1730) Inlet Speed Parameter, N/ v'T 252.1 252.1 Inlet Flow Parameter, W .J'T/p 17.69 17.69 Specific Work, ~ hiT 0.0729 0.0729 Blade Tip Clearance, cm (in.)
0.051 (0.020) 0.051 (0.020) Mean Reaction Level 0.35 0.43 0 0 Mean Blade Turning 117.8 Goal Cooled Turbine Efficiency, % 88.2 88.2 Specific procedures followed in the turbine aerodynamic design included a meanline analysis, streamline analysis, airfoil design, airfoil pressure dis- tribution, and boundary layer analysis. Meanline analysis was performed to determine flowpath areas. primary considerations during the streamline analy- sis were inlet and exit Mach triangles and gas turning angles. This analysis generated radial profiles using both two- and three-dimensional analytical procedures to produce suitable airfoil pressure distributions. This analysis also determined the radial distribution of aerodynamic properties. Boundary layer calculations were then used to verify the low loss characteristics of the airfoils. Through this approach, a comprehensive turbine design study was conducted, and criteria were established for the design of both the vane and blade.
The vane airfoil sections were designed so that the flow was accelerated past the gage point (throat) with low, smooth backend diffusion. Durability con- straints set the minimum thickness for the airfoil. The uncovered turning and exit wedge angle were optimized to minimize the two-dimensional loss. Based on previous single-stage turbine design correlations, an existing exit angle deviation system and a radial work distribution were applied to the design of the Energy Efficient Engine. The blade airfoil sections were designed to the same pressure distribution criteria as the vane. The blade uncovered turning and exit wedge angle were further optimized to reduce trailing edge shock losses. The blade leading edge diameter was set by durability considerations.
The uncooled rig was scaled to match the engine Mach number triangles and vane exit Reynolds number. This aerodynamic scaling, coupled with the constraints of using existing uncooled rig hardware, resulted in a scale factor of 0.7325 between rig and engine turbines.
TABLE 4 AERODYNAMIC PROPERTIES Vane Build 1 Build 2 Build 3 10.4 10.4 10.4 a Exit (degrees) 1.01 0.93 0.93 MExl.t Gap/Chord 0.90 0.90 0.90 Blade Mean Reaction 0.35 0.43 Turning (degrees) 125 117.8 Load Coefficient 0.92 0.95 1.15 1. 23 ~xit Cx/u 0.328 0.320 Gap/Chord 0.90 0.96 Blade Root Reaction 0.29 0.36 Turning (degrees) 133.3 133.9 Load Coefficient 0.78 0.81 Gap/Chord 0.88 1.01 Blade Tip Reaction 0.42 0.49 Turning (degrees) 111.3 87.5 Load Coefficient 1.13 1.16 Gap/Chord 0.92 0.91
Reaction = Static Pressure drop across the rotor ratioed to the static
pressure drop across the stage.
pS2 - psI. 5 pS2 - pSI
Load Coefficient = 2 :x Sin 2 a 2 [~~; ctn a 1 + ctn a 2]
The flight engine flowpath was scaled to rig size (see Figure 3). Mach numbers and velocity triangles were made to correspond to those required in actual operating conditions (see Figures 4 and 5). The uncooled flowpath dimensions were reduced to maintain design reactions without cooling air.
~LED FROM ENGINE UPI
SCALE FACTOR = 0.7325
10.174 R
10.211 R
SCALED ENGINE FLOWPAT~
__ ~L- __ ~ ________ ~--;
p4 AIRFOIL
24 AIRFOILS
11.9 6R
-.L ~
;"'I\':='\ ~\ ~\=r\=T\=\t!-.:;~;:::t~--fr-
0.01465 12.028 R
12.342 R
Figure 3 Uncooled Rig Flowpath An iterative procedure uS1ng a computer interactive airfoil design system was used to design the external contours of the airfoils, and to establish the desired airfoil static pressure distribution. Figures 6 through 20 show the resultant airfoil shapes and surface pressure distributions of the three vane cascades and the two blade designs. Figures 6 through B show the Build 1 vane; 9 through 11, the Build 1 blade; 12 through 14, the Build 2 vane; 15 through 17, the Build 2 blade; and IB through 20, the Build 3 vane. A set of coordina- tes for these airfoils is presented in Appendix A.
VANE EXIT BLADE EXIT ROOT MEAN MREL=~
~o
Mil = 0 7582 Mil = 0 8441 !3 = 37 95° Cl = 10 43° Cl = 55 19° TIP Mil = 09124 Figure 4 Build 1 Velocity Triangles VANE EXIT BLADE EXIT ROOT 03513 MIL = 0 7809 MIL = 06986 0 0 (3=16175 a=41746° (3 = 31 554 a = 10432 MEAN = 0 4893 MIL = 0 8486 MIL = 0 7482 0 0 (3 = 46 118 a = 10 432 (3 = 17 075 a = 47 727 TIP MREL= 01608 MIL = 07992 Build 2 Velocity Triangles Figure 5 1 0 08 l- c..
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-
> 1 50 RADIUS 2594 em (10211 In ) # FOILS 24 324 em (1 275 In ) AXIAL CHORD 1 02 em (0 400 In ) LE DIA 010 em (0040 In ) TE DIA 0 20 30 1 0 UNCOVERED TURNING 8° 4° (CM) EXIT WEDGE ANGLE 90° FOIL INLET!3 FOIL EXIT!3 11 68° I I 0 04 08 12 1 257 Max Mn s s X (INCHES) Figure 6 Build 1 Vane Root Section 1 0 Ci) 1 2 w J: :2: 40 U 1 6 ~ MEAN SECTION > 20 o 10 20 30 MEAN SECTION CHARACTERISTICS (CM) I I o 04 08 12 I- c..
X (INCHES) ......
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02 04 06 08 10 - x/bx PRESSURE DISTRIBUTION RADIUS 2818 em (11 094 In ) # FOILS 24 VANE STACKING AXIAL CHORD 324 em (1 275 In ) LE DIA 1 02 em (0 400 In ) TE DIA 010 em (0040 In ) UNCOVERED TURNING EXIT WEDGE ANGLE FOIL INLET 13 FOIL EXIT 13 Max Mn s s Figure 7 Mean section Build 1 Vane o 04 10 08 20 1 2 I- c..
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en w 1 6 :I: :2: u 2 04 ~ 20 0 02 04 06 08 >- x/bx RADIUS 31 35 em (12 342 In ) tI FOILS 80 AXIAL CHORD 324 em (1 275 In ) LE DIA 1 02 em (1 275 In ) TE DIA 010 em (0040 In ) UNCOVERED TURNING 10° 0 10 20 4° EXIT WEDGE ANGLE (CM) FOIL INLET iJ 90° FOIL EXIT iJ 869° I I I I Max Mn 55 1 136 0 04 08 1 2 x (INCHES) Figure 8 Build 1 Vane Tip Section I- ~ 07 en c..
1 0 en w 00 02 04 06 08 10 08 20 :I: U x/bx
-
2584em (10174 In) >- RADIUS 1 0 tI FOILS AXIAL CHORD 3015 em (1 187 In ) LE DIA o 30 em (0 117 In ) 010 em (0040 In ) TE DIA O'- __ ......... __ ........II--_~ 10° UNCOVERED TURNING o 1 0 20 30 2° EXIT WEDGE ANGLE FOIL INLET iJ 2957° (CM) FOIL EXIT iJ 1712° Max Mn 55 1 359 o 0204 06 08 10 12 X (INCHES) Figure 9 Build 1 Blade Root Section 1 4 1 2 1 0 en w J: ::2E U Z ~ MEAN SECTION > 04 10 o o~ ______ ~ ____ ~~~~~ MEAN SECTION CHARACTERISTICS o 10 20 30 (CM) o 04 08 l- e.
X (INCHES)
-
rfl PRESSURE DISTRIBUTION RADIUS 28 17 em (11 093 In ) # FOILS 54 258 em (1 015 In ) AXIAL CHORD o 30 em (0 117 In ) LE DIA 010 em (0040 In ) TE DIA UNCOVERED TURNING 8° EXIT WEDGE ANGEL 2° FOILINLET/3 3203° FOILEXIT/3 1802° BLADE Max Mn s s 1 461 STACKING Figure 10 Build 1 Blade Mean Section 10rr----- .....
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1 0 w ::t: o 02 04 06 08 10 U Z x/bx >- 3051 em (1201210 ) RADIUS II FOILS AXIAL CHORD 2 14 em (084210 ) LE DIA 030 em (0 117 10 ) TE DIA 010 em (004010) 4° UNCOVERED TURNING 10 20 2° EXIT WEDGE ANGLE (CM) 4474° FOIL INLET i3 1892° FOIL EXIT i3 Max Mn 55 1442 I I " I o 02 04 06 08 10 X (INCHES) Figure 11 Build 1 Blade Tip Section o o 1 0 04 10 I- 08 c..
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c.. 06 en ~ 12 04 L..._-'-_...J.._---' __ .L-_...I U Z 00 02 40 04 06 08 10 x/bx >- 20 50 RADIUS 2594em (1021110) II FOILS 24 324 em (1 275 In ) AXIAL CHORD LE DIA 1 02 em (0400 In ) TE DIA 010 em (004010 ) 8° UNCOVERED TURNING o 10 20 30 4° EXIT WEDGE ANGLE FOIL INLET i3 90° (CM) 1043° FOIL EXIT i3 1 131 Max Mn 55 o 04 08 12 X (INCHES) Figure 12 Build 2 Vane Root Section 0 0 Cii' 1 2 w :z::
-
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x (INCHES)
en 07
11.
04L----L----~--~~---L--~ o 02 04 06 08 1 0 TIP x/ox MEAN ROOT PRESSURE DISTRIBUTION 28 18 em (11 094 In ) RADIUS VANE STACKING tI FOILS 24 324 em (1 275 In ) AXIAL CHORD 1 02 em (0 400 In ) LE DIA TE DIA 010 em (0040 In ) 10° UNCOVERED TURNING EXIT WEDGE ANGLE 4° FOIL INLET iJ 90° FOIL EXIT iJ 1043° Max Mn s s 1074 Build 2 Vane Mean section Figure 13 I- 04 08 c..
en
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08 06 0 04 06 08 1 0 1 2 x/bx en w J: :2 1 6 ~ >- 31 35 em (12342 In ) RADIUS # FOILS 24 324 em (1 275 In ) AXIAL CHORD 1 02 em (0 400 In ) LE DIA o 10 em (0040 In ) TE DIA 12° UNCOVERED TURNING 4° EXIT WEDGE ANGLE 90° FOIL INLET (J 1043° FOIL EXIT (J o 10 20 30 Max Mn 5 5 0979 (CM) o 04 08 12 X (INCHES) Figure 14 Build 2 Vane Tip Section 1 0 """_----_ 1 2 1 0 en w 08 04 J: 03~--~--~--~~~--~ o 02 04 06 08 10 x/bx >- RADIUS 2584 em (10 174 In ) # FOILS 54 AXIAL CHORD 258 em (1 018 In ) LE DIA o 30 em (0 117 In ) TE DIA 010 em (0040 In ) o o~ ______ ~ ______ ~ 8° UNCOVERED TURNING o 1 0 20 EXIT WEDGE ANGLE 2° FOIL INLET(J 2498° (CM) FOIL EXIT (J 1618° Max Mn 55 1484 o 02 04 06 08 10 X (INCHES) Figure 15 Build 2 Blade Root Section 1 4 1 2 en w :r: U Z MEAN SECTION ~ > ~ MEAN SECTION CHARACTERISTICS o 0 10 (CM) l- e:.
I I I rf' 06 0 02 04 06 08 X (INCHES) 02L- __ -L __ ~~ __ ~~~ __ ~ o 02 04 06 08 10 x/bx PRESSURE DISTRIBUTION ROOT RADIUS 2818em (11 093 In ) # FOILS 54 MEAN AXIAL CHORD 2 22 em (0 875 In ) LE DIA o 30 em (0 117 In ) TIP TE DIA o 10 em (0040 In ) UNCOVERED TURNING 6° EXIT WEDGE ANGLE 2° FOIL INLET {3 4015° FOIL EXIT {3 1708° BLADE STACKING Max Mn s s 1577 Figure 16 Build 2 Blade Mean Section 1 6 I- CL.
1 2 en
-
CL.
en w 03 ::I: :;!: U 00 02 04 06 08 10 Z ~ x/bx >- RADIUS 3051 em (12012 In ) 04 10 # FOILS 54 AXIAL CHORD 1 86 em (0 732 In ) LE DIA o 30 em (0 117 In ) o 10 em (0040 In ) TE DIA 4° UNCOVERED TURNING 0 0 EXIT WEDGE ANGLE 2° 0 10 FOIL INLET {J 20 6953° FOIL EXIT {J 17 98° (CM) Max Mn s s o 02 04 06 08 X (INCHES) Build 2 Blade Tip Section Figure 17 08 20
k" 07
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- 16
~ >- x/bx 2594 em (10211 In ) RADIUS # FOILS 24 AXIAL CHORD 324 em (1 275 In ) 1 02 em (0 400 In ) LE DIA TE DIA o 10em (0040 In) 8° UNCOVERED TURNING 4° EXIT WEDGE ANGLE 0 1 0 20 30 FOIL INLET {J 90° X (INCHES) FOIL EXIT (J 1043° Max Mn s s 1257 I I 0 04 08 1 2 1 6 (CM) Build 3 Vane Root Section Figure 18 1 0 en 1 2 w ::I: ~ 16 ~ > 20 MEAN SECTION CHARACTERISTICS 0 10 20 30 (CM) I I
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0 04 08 12 I- 08 c..
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TIP 04 '--_....J.. __ ..I...-_--I __ ...J..._---' MEAN o 02 04 06 08 10 x/bx ."--ROOT PRESSURE DISTRIBUTION VANE STACKING RADIUS 2818 em (11 094 In ) # FOILS AXIAL CHORD 3 24 em (1 275 In ) 1 02 em (0 400 In ) LE DIA TE DIA o 10em (0040 In) UNCOVERED TURNING 10° EXIT WEDGE ANGLE 4° FOIL INLET i3 90° FOIL EXIT i3 1043° Max Mn s s 1 196 Build 3 Vane Mean Section Figure 19 I- c..
"- en c..
02 04 06 08 10 en w 1 6 x/bx ::I: U :2E z ~ RADIUS 3135 em (12 342 In ) > "# FOILS 24 AXIAL CHORD 3 24 em (1 275 In ) LE DIA 1 02 em (0 400 In ) TE DIA 010 em (0040 In ) UNCOVERED TURNING 12° EXIT WEDGE ANGLE 4° FOIL INLET J3 32 90° FOIL EXIT(j 1043° Max Mn s s 1 136 o 10 20 30 (CM) o 04 08 12 X (INCHES) Figure 20 Build 3 Vane Tip Section 3.2 Mechanical Design 3.2.1 Design of Rig Subsystems Disk The rotor disk was conservatively designed for a nominal 30-percent burst margin above maximum anticipated operating speed. Computer analysis ensured that the stress levels in this disk were consistent with structural design criteria.
Blade and Disk Attachments Blade and disk attachments were designed to keep stresses well within design margins. Potential vibratory stress problems were avoided by "tuning" the disk design to provide a frequency margin at 24E vane passing exitation for both the low and high reaction blades at maximum speed and to keep the occurrence of low order resonances well above maximum speed (see Figures 21 and 22).
Fixed inlet rakes were aerodynamically configured and located sufficiently upstream to minimize any potential exitation from this source. Blade and disk-coupled vibration characteristics were analyzed by a conventional beam analysis and a more rigorous NASTRAN finite element vibration analysis. Blade dampers controlled the levels of buffeting and resonant response.
Cl Cl Z w w t:) w W 0.. Ui 0..
en w en 40E Cl w Cl X w ...J t:) w ~ Cl 0.. :::;; BLADE ALONE en a: 36E 8 DAMPER DEFLECTION RATIO = 9 9% 32E 28E N J: 26E ~ 24E >" 22E U Z 20E w :::> 18E w 16E a: 14E LL 12E 10E OL- ______ ~ ______ ~~ ____ ~ ____ ~~------~------~------~~----~.
8 9 6 7 ROTOR SPEED, KRPM Figure 21 Uncooled Rig Resonance Diagram (Build 1 Low Reaction Blade) - Results of an initial beam deck analysis with disk rim and blade root changes made to avoid first or second mode resonances with the number of nozzle vanes (24) in the rig operating range.
Bearing Arrangements Bearing arrangements were established on the basis of rotor stiffness, weight, and speed. The optimized bearing arrangement ensured that the operating range was free of vibrational modes that could otherwise cause premature hardware failure.
0 z w ~ w w w ~ ~ ~ w ~ 0 ~ w w X ~ w ~ ~ ~ ~ ~ BLADE ALONE ~ 40E 36E 32E N 28E ~ ~ 6 26E > ~E U BLADE ALONE Z 22E w 20E ~ a 18E w ~ 16E ~ 14E 12E 10E ROTOR SPEED. KRPM Figure 22 Uncooled Rig Resonance Diagram (Build 2 High Reaction Blade) - This diagram is based on the same calculation procedure and requirements as the Build 1 design (see Figure 21).
3.2.2 Design of Test Rig The test rig, illustrated in Figure 23, was used both for the vane annular cascade testlng and full-stage (rotating rig) testing. A unique feature of the rig was the circumferentially traversing instrumentation ring, which permitted pressure, temperature, and six angle measurements both radially and circumfer- entially in the flowpath. The total range of circumferential travel for a given sensor mounted on the ring was 30 degrees (corresponding to two vane pitches). This flowpath scanning capability is illustrated in Figure 24.
BLADE OUTER
AIR SEAL
~ NEW HARDWARE
CIRCUMFERENTIALLY TRAVERSING
INSTRUMENTATION RING
Figure 23 Energy Efficient Engine High-Pressure Turbine Uncooled Rig - A unlque feature of the rig is the circumferentially traversing instrumentation ring which permits pressure, temperature, and air angle measurements both radially and circumferentially in the flowpath. ' The test rig was adapted to annular cascade testing as shown in Figure 25.
Filler pieces were installed in the rig flowpath to cover the steps in the flowpath that originally contributed to endwall losses. In addition, the rotor and blade outer air seal assemblies were removed, and the inner and outer diameter exit flowpath ducts and instrumentation ring were moved forward to the exit instrumentation plane.
--
0.30 (LOOKING UPSTREAM) Figure 24 Circumferentially Traversing Exit Instrumentation Ring - The total range of circumferential travel for a given sensor mounted on the ring is 30 degrees (corresponding to two vane pitches).
Structural design criteria and mechanical constraints consistent with experi- mental hardware were used to establish the design configuration of the test rig. Computer programs helped determine airfoil stresses and deflections caused by centrifugal force, gas bending loads, and foil-to-platform transi- tions. Computer analysis also established the proper running clearance in order to simUlate the tight clearances required by the full scale component.
)=:'
IDWAll FLOW DIRECTION FlllER PIECES IN STEP lOCATIONS )
•
ODWAll Figure 25 Uncoo1ed Rig Modifications Required for Annular Cascade Testing - For vane annular cascade testing, the rotor and blade outer air seal assembles were removed and the inner and outer diameter exit flow path ducts and instrumentation ring moved forward to the exit instrumentation plane of the vane annular cascade.
A rotor dynamics analytical model of the rig was constructed and the critical speed analysis was run to predict system resonances and mode shapes. The analysis of rig critical speed characteristics (Figure 26) demonstrated that the inherent stiff bearing margin of 100 percent was sufficient to compensate for any potential high strain energy modes that might occur in the rig running range. Trim balance capability was incorporated into the rig to provide addi- tional margin. In addition, the rig speed control system was set to allow a 2000 rpm margin of safety between maximum overspeed and burst speed in case of a water brake failure.
In order to reduce cost, the rig utilized many parts from an existing Pratt & Whitney Aircraft single-stage rig. Hardware designed and fabricated to adapt that rig for testing is shown in the shaded areas of Figure 23. The major items designed for this program were: o inlet cases o vane airfoil and inner and outer shrouds o the rotor (including disk, blade airfoils, sideplates, dampers, and speed pickup ring) o the blade outer air seal o the circumferentially traversing instrumentation ring o exit outer cases interfacing with the rotor rim seals o instrumentation.
RSE - ROTOR STRAIN ENERGY 100% RSE 97% RSE :;§: c..
e: ~ c:l w w c..
til -I « u l- MAX SPEED e: U 14% RSE I
I
I I
I
I o~ __________ ~ ____________ ~ ____________ ~~ __________ ~~ __ __ 8 9 5 6 7 10 10 10 10 10 BEARING AND SUPPORT SPRING RATES, LB/IN Figure 26 Critical Speed Characteristics - A stiff bearing critical speed margin of 100 percent is sufficient to guarantee no modes with high levels of rotor strain energy in the engine operating range.
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4.0 FABRICATION AND ASSEMBLY 4.1 Fabrication In this task, hardware was procured and fabricated based on the specifications established in the analysis and design task. AMS 5613 material was used in all of the major parts.
The fabrication procedures used for each of the rig sub-assemblies (blades, vanes, disks and sidep1ates, cases, and shaft and main bearings) were struc- tured to maximize the use of existing hardware and established machining pro- cedures. Fabrication procedures are discussed in sections 4.1.1 through 4.1.5.
4.1.1 Blades Two sets of blades (one set for each of the builds of the rotating stages) were fabricated. Each set incorporated the different aerodynamic configura- tions defined in Table 2 (see page 4). As the blades were fabricated, provi- sions were made for the necessary instrumentation.
The blade airfoil sections for Build 1 testing were electrochemically machi- ned; the blade platform, trailing edge, and fillet radii were conventionally machined. The electrochemical machining process used in Build 1 blade fabrica- tion was judged too costly and too time consuming for Build 2 blade fabrica- tion; therefore, the Build 2 blades were conventionally machined.
To ensure that blade contours were within established tolerances, each blade was shadowgraphed at the mean section, and every sixth blade was shadowgraphed at the root, mean, and tip sections. Seventy-two shadowgraphs were made for each build.
4.1.2 Vanes Three sets of vanes were fabricated (each set fabricated for use in the vane cascades was later reused in the rotating stage tests). Each set incorporated the different aerodynamic configurations defined in Table 2 (see page 4).
Provisions were made for the necessary instrumentation as the vanes were fabricated.
The vane airfoil sections for Build 1 testing were electrochemically machined and the endwalls were finished by a computer controlled milling machine opera- tion. The vanes were difficult to secure during machining because of their longer chord geometry. The conventional techniques were modified to provide the rigid support needed to hold the vanes in place during the machining process.
The electrochemical machining process used in Build 1 vane fabrication was judged too time consuming for Build 2 and Build 3 vane fabrication; therefore, the Build 2 and Build 3 vanes were conventionally machined. The l3-degree can- ted vane did not cause any unusual machining problems. Each vane was shadow- graphed at the root, mean, and tip sections to ensure that vane contours were within established tolerances. Two hundred and sixteen shadowgraphs were taken for the three builds.
4.1.3 Disks and Sideplates Disks and sideplates were fabricated from raw material using standard machin- ing practices.
4.1.4 Cases Inlet and exhaust cases were made available from an existing in-house rig. The cases required only minor modifications to accommodate the dimensional stand- ards of the rig flowpath. Inner and outer diameter rings for the vane assembly were fabricated from raw material by standard machining practices.
4.1.5 Shaft and Main Bearings The main shaft, stub shaft, bearing housings, and oil jets were made available from in-house hardware. Vendors, following Pratt & Whitney Aircraft specifica- tions, fabricated the No.4 and No.5 bearings and the No.4 and No.5 carbon seals.
4.2 Assembly Following fabrication, the hardware was assembled into the required configura- tions using normal bench assembly procedures. These procedures, as applied to each of the rig subassemblies, are discussed in sections 4.2.1 through 4.2.5.
4.2.1 Vanes A typical vane assembly is illustrated in Figure 27. Each assembly contained 24 vanes. Six vanes were instrumented with surface static pressure taps and with mid-gap chordwise and trailing edge gapwise wall static pressure taps.
Each vane was secured at the outer diameter by two pins and at the inner dia~ eter by one pin. The two vanes equipped with surface static instrumentation at the tip section were held in place without the bolt. The seal lands in the vane inner diameter shrouds were machined rough while the vanes were being finished machined. Following this procedure, the seal lands were built up with epoxy to ensure that they were dimensionally concentric.
Gaging dimensions were measured at three locations along the gaging plane.
Actual gaging areas were calculated from these dimensions and compared with the design areas. Agreement between design gaging areas and actual areas is shown in Table 5. Trailing edge mid-span angles and flowpath diameters were also measured.
Figure 27 Uncoo1ed Rig Vane Assembly TABLE 5 VANE THROAT AREA Design (cm sq. (in. sq.» Actual em Sq. (in. Sq.» Build 1 138.19 (21. 418) 137.14 (21.256) Build 2 143.20 (22.194) 141.16 (21.878) Build 3 143.20 (22.194) 145.94 (22. 619) 4.2.2 Rotor A typical rotor assem~ly is illustrated in Figure 28. Each assembly contained 54 blades. Nine blades were instrumented with surface static pressure taps and immersion thermocouples. Strain gages were placed on four blades of the first build of the rig and on three blades of the second build. To ensure dimension- al concentricity, the blade tips, seal lands, and knife edge seals were machi- ned to their final diameters while assembled in the disk. The blade outer air seal was also machined during assembly so that it would be concentric with the inside diameter of the rear main bearing housing. Wire seals were axially positioned in grooves at the edge of the blade platform to control radial leakage. Blade dampers were also included.
Figure 28 Uncooled Rig Rotor Assembly Blade instrumentation was led out through rivet holes and through openings created by drilling into the rear sideplate. The leads were then routed along the rear face of the disk and out to the base of the driveshaft.
Gaging dimensions were measured at three radial locations of 42 blades (ins- trumented blades were not included in this measurement). Actual gaging areas were then calculated from these dimensions and compared to the design gaging areas. Agreement between design values and actual values is shown in Table 6.
Flowpath dimensions and blade tip diameters were also measured.
TABLE 6 BIADE THROAT AREA Design (cm sq (in. sq.» Actual (cm sq. (in. sq.» Build 1 239.92 (37.185) 240.53 (37.280) Build 2 223.79 (34.685) 225.68 (34.979) 4.2.3 Cases Many of the inlet and exhaust cases used in this program were made available from in-house hardware supplies. These cases required only the following modifications to conform to program requirements: (1) the case flanges had to be modified to accommodate required dimensions of the rig flowpath and (2) the radial step of the exhaust case had to be leveled by adding filler rings. This same exhaust case was used in both the cascade and the rotating rig tests (the filler rings were removed before the rotating rig tests).
The rig exit plane instrumentation caSe was adapted to program requirements from readily available parts. To permit circumferential traversing, the case was axially positioned on a Teflon-coated surface with eight bearings. Four additional bearings radially supported the case. Two "pusher" type traverse cans were used to circumferentially rotate the case. Flat-faced, spring-loaded Teflon seals prevented leakage.
4.2.4 Shaft and Main Bearings The main shaft, stub shaft, bearing housings, and oil jets were also made available from in-house hardware supplies. The No. 4 and No. 5 carbon seals and the No. 4 and No.5. bearings were new parts.
Bearing compartments were assembled in accordance with established procedures.
The duplex bearing was assembled in a tandem arrangement to increase bearing life. Critical measurements verified that the assembly met design specifica- tions. The oil jets were examined to ensure that they provided the desired oil flow patterns. No additional modifications were required for incorporating thrust balance air.
4.2.5 Stand Instrumentation Provisions were made for specialized instrumentation (in addition to the pre- viously discussed instrumentation). This instrumentation included acceleromet- ers, vibration pickups, thermocouples, and optical proximity probes. Acceler- ometers were positioned vertically and horizontally on the front and rear bearing housings. Vibration pickups were located vertically and horizontally on the outer inlet and exit cases. Thermocouples were placed at the No. 4 and No.5 bearings and at the No.4 and No. 5 carbon seal locations. The three optical proximity probes, positioned in the blade outer air seal, recorded blade tip clearances at each performance condition. These probes were backed up by three rub buttons, also built into the blade outer air seal. The blade surface static pressure instrumentation was recorded by the data system via a rotating scanivalve system.
5.0 TESTING 5.1 General Description A test program was established and conducted to substantiate the program ob- jectives described in section 3.1. This included (1) use of a test facility designed to simulate an engine operational testing environment over the range of test parameters evaluated, (2) test rigs designed for low cost but retain- ing the capability to accurately duplicate the full-size high-pressure turbine design definition, (3) instrumentation specifically selected or designed to maximize data acquisition capability without unduly perturbating the flow characteristics of the rig, (4) time tested procedures and equipment for data acquisition and recording plus "real-time" data reduction capability, permit- ting rapid and accurate assessment of test results, and (5) test conditions and parameters chosen to provide the most effective range of data with which to accurately determine rig performance. Specific details of this test program are described in the following sections.
5.1.1 Test Facility All testing was conducted at the Pratt & Whitney Aircraft X-2l2 test stand.
The test turbine was mounted on an open bedplate and connected to the inlet air collector and exhaust duct. Air was supplied by laboratory compressors.
The power generated by the turbine was absorbed by a waterbrake, and exit con- ditions were varied using flow exhausters. All controls and instrumentation required to operate and monitor the testing were located in a room adjacent to the test cell.
For emergency purposes, an explosive-actuated burst disk was located in the inlet duct to enable the rapid discharge of high-pressure air. If an emergency had arisen, the explosive would have been detonated within 50 milliseconds after receiving a signal from the overspeed limiter.
5.1.2 Test Rigs Each of the hardware subassemblies described in section 4.2 was incorporated into the completed test rig and mounted in the test stand. Figure 29 shows a vane cascade test rig; Figure 30 shows a rotating test rig mounted for test- ing. The exhaust cases have been pulled back to expose details of the flowpath hardware.
Figure 31 identifies the locations of the primary instrumentation used in the rigs. A detailed description of the instrumentation used in the test program is presented in section 5.2.
5.2 Instrumentation 5.2.1 Annular Cascade Instrumentation The primary performance instrumentation for the rig consisted of inlet total temperature and inlet and exit total pressure rakes (see Table 7). Additional instrumentation was used to measure primary and secondary flow rates, exit flow angle, static pressures (airfoil, flowpath, and cavity), cavity air tem- peratures, and metal temperatures.
Figure 29 Annular Cascade Rig Figure 30 Rotating Rig
CAVITY STATICS (Ta, Ps)
CAVITY STATICS (Ta, Ps)
LOCATED IN REAR DISK
LOCATED RADIALLY ALONG
CAVITY
WINDAGE PLATE
=
CAVITY STATICS (Ta, Ps)
LOCATED IN FISHMOUTH
SEAL
INLET INSTRUMENTATION
PLANE PT & TT
CIRCUMFERENTIALLY TRAVERSING
INSTRUMENTATION RING
PT, TT, AIR ANGLE
Figure 31 Uncooled Rig Primary Performance Instrumentation Exit instrumentation was mounted on a circumferentially traversing instrumen- tation ring supported on the outer diameter. The instrumentation ring contain- ed 4 radially fixed total pressure rakes and 4 radially traversing air angle probes. The traversing ring rotated through 30 degrees; therefore, the four probes mapped 120 degrees of the exit circumference.
5.2.2 Rotating Rig Instrumentation For the rotating rig test, the ring contained 4 radially fixed total pressure rakes, 4 radially fixed total temperature rakes, 1 radially traversing concen- tric temperature/pressure probe, and 3 radially traversing air angle probes.
The total range of circumferential travel for a given sensor mounted on a ring was 30 degrees (corresponding to two vane pitches). The instrumentation used in the rotating rig tests is summarized in Table 8.
TABLE 7 ANNULAR CASCADE TEST INSTRUMENTATION Location Quantity ~ Inlet Pt, 4 Pt Rakes, 8 Tt Rakes (10 Sensors per Rake) Tt Inlet P 12 Total, 6 Each on the Inner and Outer s Flowpath Walls Vane Sur face P 51 Total, on the Pressure and Suction Surfaces s at Three Radial Locations Vane Endwalls P 42 Total, on the OD and ID Vane Channels s Exit 4 Rakes (10 Sensors per Rake) Mounted on the Outer Diameter Supported Circumferentially Traversing Instrumention Ring Exit 4 Radially Traversing Probes Mounted on the Air Angle, Pt Circumferentially Traversing Instrumentation Ring Exit 12 total, 6 each in the inner and outer vane Ps cavi ties Exit 20 Total, 12 on the Inner Diameter Flowpath and 8 on the Outer Diameter Flowpath Exit 10 Total Along the Inner Diameter Flowpath Inner Liner to Exhaust Dump The primary performance instrumentation for the rig consisted of inlet and exit total temperature and total pressure rakes (see Table 8). Additional instrumentation was used to measure primary and secondary flow rates, speed, exit flow angle, static pressures (airfoil, flowpath, and cavity), cavity air temperatures, metal temperatures, and blade tip clearance.
5.3 Test Procedures 5.3.1 Annular Cascade Test Conditions The annular cascade test consisted of operating points covering a range of vane pressure ratios (exit Mach numbers). Inlet conditions were held constant and the cascade exit static pressure was varied using exhausters. The annular cascade test program is summarized in Table 9.
TABLE 8 ROTATING RIG TEST INSTRUMENTATION Quantity Location Inlet 4 Pt Rakes, 8 Tt Rakes (10 Sensors per Rake) Inlet 12 Total, 6 Each on the Inner and Outer Flow path Walls Vane Surface 54 Total, on the Pressure and Suction Surfaces at Three Radial Locations Vane Endwalls 42 Total, on the OD and ID Vane Channels Vane Exit 12 Total, 6 Each in the Inner and Outer Vane Cavities 35 Total, on the Pressure and Blade Surface P s Suction Surface at Three Radial Locations Exit 4 Pt Rakes, 4 Tt (12 Sensors per Rake) Mounted on the Outer Diameter Supported Circumferentially Traversing Instrumention Ring Exit Air Angle, Pt 3 Radially Traversing Probes Mounted on the Circumferentially Traversing Instrumentation Ring Exit 1 Radially Traversing Probe Mounted Concentric, Pt, Tt on the Circumferentially Traversing Instrumentation Ring Exit 12 total, 6 each in the inner and Ps outer blade cavities Exit 20 Total, 12 on the Inner Diameter Flow path and 8 on the Outer Diameter Flow path various Cavities 48 Ps , 48 Ta for Diagnosis 12 Tm at 4 Radial Locations for Disk Blade Tip Clearance Analysis and Rotating Static Corrections Rotor Casing 9 Tm for Tip Clearance Analyses Rotor Casing Proximity Probe 3 Laser Probes for Tip Clearance Measurement TABLE 9 TYPICAL RUN FOR ANNUIAR CASCADE TESTING Operating Exit P inlet TT inlet T Point Mach No. PSIA Degrees R inlet Ps exit/PT 1 0.70 57.42 775 0.70 2 0.80 57.42 775 0.64 3 0.92 57.42 775 0.56 1.01 57.42 775 0.49 5 1.13 0.41 57.42 775 5.3.2 Rotating Rig Test Conditions The rotating rig test covered approximately 12 operating conditions, consist- ing of a range of turbine speed parameters, pressure ratios, and front disk flow rates. The values that were determined included the sensitivity of the blade-to-incidence angle, Mach number, and the injection of the front disk leakage flow. Inlet conditions were held constant, and the turbine conditions were varied by exit flow exhausters and a power absorbing waterbrake. Flow was injected into the primary flow stream at varying rates. This flow was directed through the front disk cavity at the pressure ratio and speed parameter of the design point. The rotating rig test program is summarized in Figure 32 • DESIGN POINT
•
DATA TAKEN 0 0 0 PLANNED, BUT NOT TAKEN DUE TO STRESS 375 0 0 0 0 PROBLEMS 3501 0 0 0 0
•
o o o o
o
2801 o
3.5 4.0 4.5 5.0 5.5 PRESSURE RATIO Figure 32 Typical Run For Rotating Rig Testing - Additional testing was conducted to determine the effect of leakage by injecting air into the front disk cavity at the design point conditions.
5.3.3 Data Acquisition Annular cascade and rotating rig data were acquired in a planned sequence for all of the test conditions.
5.3.4 Data Recording All test data were automatically recorded by a time sharing computer (Sigma 8) via a remote batch terminal located at the test stand. Pressure data were acquired by scaniva1ves using high precision transducers with negligible hys- teresis. Thermocouples were "hooked into" Universal Temperature Reference boxes with unbroken leads to copper buses before the signal went to the digi- tal voltmeter. Pressure and temperature data proceeded through a high accuracy digital voltmeter to the remote batch terminal. The data were then processed through the Sigma 8 computer, converted into engineering units, and either displayed at the test stand or printed.
5.3.5 Data Reduction Data from the annular cascade test were reduced to row total pressure loss, which was calculated from the measured spanwise and circumferential inlet and exit total pressure traverses. Measured vane exit air angle profiles, airfoil static pressure distributions, and endwa11 static pressures were also deter- mined from the data.
Rotating rig efficiency was calculated using the measured inlet and exit total temperatures and pressures. Stage exit air angle profiles, vane and blade static pressure distributions, endwa11 static pressures, cavity static pres- sures and air temperature, flows, mechanical speeds, clearances, and metal temperatures were measured, recorded, and presented. Data was then analyzed and compared with the predictions.
5.3.6 Shakedown Testing During assembly, instrumentation was first installed and connected and was later checked for identification and leakage. The shakedown procedure consis- ted of obtaining a complete data point to substantiate the mechanical integri- ty of the test rig and to verify the performance of the instrumentation and data acquisition systems. The testing resumed after it was ascertained that all instrumentation and systems were operating properly.
5.3.7 Rotating Rig Stress Testing Four blades of the Build 1 rotating rig were eac' instrumented with one strain gage (see Figure 33) to monitor vibratory stresses during performance test- ing. During the initial attempt to acc(.erate to design speed (nominal 9800 rpm), a first mode 24E resonance was encountered at 8900 rpm with blade stresses reaching 18 ksi. These stresses were higher than normal test limits, so a review of the running program was instituted. To reduce these stresses, thereby allowing accelerations to design speed, rig inlet pressure was decreased and the rig was rapidly accelerated through the 24E resonance. The combination of increased rate of acceleration and reduced inlet pressure resulted in acceptable airfoil stress levels which allowed performance testing at the higher speeds.
A GAGE ORIENTATION 0.864 em (0.34 in.)
TIP -1. __ ..1-_ A A LE TE CONCAVE SURFACE Figure 33 Strain Gage Location (Build I)-Installed to monitor vibratory stresses during performance testing.
The experience gained in Build 1 with the low reaction blading and the Slml- larity of resonant characteristics between low and high reaction blading indi- cated that the Build 2 high reaction blading should be equipped with strain gages. Three blades of the Build 2 rig were instrumented with 4 gages on each blade to better define the dynamic stress distribution in the modes of respon- se. During Build 2 testing, high stresses again occurred in the first mode 24E resonance at approximately 8800 rpm, reaching a maximum of 34 ksi. Again, rig inlet pressure was reduced and the rig rapidly accelerated through the 24E resonance so that performance data could be acquired at higher speeds.
The high 24E first mode stresses of Builds I and 2 were thought to be associated with a higher than predicted resonant speed coupled with inadequate mechanical damping. The rig incorporated a wire seal, positioned between the platforms of adjacent blades for sealing, plus a damper, located under the platforms for minimizing resonant response (see Figure 34). The indications from both Builds I and 2 were that either the wire seal, the damper, or both, were "locked up." This condition would produce higher frequences and minimal mechanical damping. Since the wire seal and damper were parts unique to the rig, an abbreviated test plan was formulated to evaluate the frequency and stress response of the Build 2 high reaction blades. For this test, a lighter weight design was created by removing the wire seal and reducing the damper thickness.
WIRE lHRE SEAL SEAL DAMPER Figure 34 Rig Wire Seal and Damper-Wire seals were used to prevent leakages between adjacent platforms and dampers were used to minimize resonant response.
5.3.7.1 Test Program The primary objectives of this program were to (1) determine how the removal of the wire seal and the reduction of the size of the damper seal would affect the resonant frequencies and (2) determine how effective a platform damper is in minimizing dynamic response.
Bench Testing Four low reaction blades were tested in the holography laboratory to define mode shapes and frequencies. Each blade was held in a broach block that was uniformly squeezed from the sides. The broach block loading was sufficient to prevent attachment slippage and maintained at a constant level for each blade.
Typical holograms are shown for the first five modes in Figure 35 where significant chordwise bending motion can be noted even in the first flap mode.
These mode shapes required the use of additional strain gages in the rotating rig test to adequately define actual airfoil stress distribution in the various modes of response.
1st FLAP 1st STIFF 1st TORSION 2 nd FLAP TIP CHORDWISE Figure 35 Vibrational Holographic Analysis of the Energy Efficient Engine Cold Flow Rig Turbine Blade The three high reaction blades previously instrumented in Build 2 were re- instrumented with eight strain gages per blade (see Figure 36).These gages were located at expected areas of high stress for the 5 modes previously identified. Bench testing was then performed at room temperature to define the vibratory stress distribution in each of these first five modes. Figure 37 shows the level of stress for each gage location in terms of a percentage of maximum for the first two modes • • EIGHT 40.64 em (1/16 IN.) DYNAMIC STRAIN GAGES PER BLADE • THREE BLADES (SN 43,49 & 56) CONCAVE SURFACE 10° TIP C - -- +--...,--- - -_-~---r"~ #4 , B---~I--""'--~ r-B #3 r 4.414 em (1.738 in.1 TE LE 3.703 em (1.458 in.)
AT FILLET RUNOUT A---f--Ir-91 CONVEX SURFACE
t
TIP B #7
C-- _"#S-----t---C
-'_#7---"""1""--+--- B
1.194 = '0.47 ;0.(' ~
) -VSECTION B-B 3.703 em TE (1.458 in.) LE #6
t
-11l1li--- .... --+--- A C 1.676 em (~.66 i~
Y SECTION C-C
Figure 36 Strain Gage Location (Stress Test and Bench Test)
l
r-~-+----...., 97-100%0 97-100%
95-99% <§>
1 .194 em -+ ___ ~ 4.414 em (0.47 in.)
(1.738 in.)
3.70 em (1.458 in.)
1.943 em
0.254 em r(0.765 in.) l
(0.1 in.)
@] 051-53% 96% 86-
OJ
,-J ~ SUCTION SIDE PRESSURE SIDE
-
-----
1ST MODE ((; 92-99% \ 86-91%81
<2> 84-92% \ 100%<9
\ \~ NODE
"
"-
"
........
......
@]<10% ill 22-27%
@]<10% ~----~~------~~ 2ND MODE Figure 37 Stress Ratios From Blade Bench Tests Rig Testing A slow acceleration was run to 11,000 rpm followed by a slow deceleration.
Stress levels for all three blades were recorded during this running for all 24 strain gages. The previously recorded 24E first mode resonance from Build 2 was noted to be approximately 1000 rpm lower and responded at about 25 percent of the stress level. These two facts met the primary objectives of the test by showing that removing the wire seal and reducing the size of the damper did lower the first mode frequency as well as show that this mode could be effectively damped at the under platform location.
5.3.7.2 Results and Conclusions Test results confirmed that lower stresses were obtained when the rig-unique wire seal and damper design were replaced with a modified lighter weight damper. This type will be used in the engine. Also, the frequency information gathered from the bench and rotating rig testing was used to adjust the NASTRAN analysis for the component design (see Figure 38).
Z w W z -1 <.:J o Vl w o en c..
(,) (Y) o ....
C >- () :2 w ::J o w ex: u..
2 4 6 10 12 14 ROTOR SPEED (X10 RPM) Figure 38 Rig Blade Resonance Diagram - 24E first mode response shows the effect of wire seal removal and damper size reduction on frequency and stress.
As a result of this test program, the component rotor design effort will include evaluation of lighter weight design concepts for the damper located under the blade platforms.
6.0 RESULTS 6.1 Annular Cascades 6.1.1 Performance Discussion 6.1.1.1 Loss Comparison Vane losses, which include span mass averaged total loss, endwall loss, and profile loss from the three annular cascade tests, are shown in Figures 39 and 40 for the wedge probes and the exit rakes. On each figure, all losses are plotted against mass averaged Mach number; the endwall loss (or secondary loss) is derived by subtracting the profile loss from the total vane loss. The wedge probes were in the axial plane of the blade leading edge (about 0.46 in.
axially from the vane trailing edge). The exit rake kiel heads were further downstream (about 0.84 in. axially). Therefore, increased mixing losses cause the losses measured by the rakes to be higher than losses measured by the pro- bes.
The testing of three different vanes in annular cascades has substantiated the low loss predictions established for the uncooled rig. The trends with profile loss are in excellent agreement with predicted values. A comparison of the data at the blade leading edge location shows the canted vane to have the low- est mass averaged total losses. The Build 1 vane had the next lowest losses, and the Build 2 vane had the highest losses.
6.1.1.1.1 Data Presentation The contour plots for the three builds of the annular cascade show a clean low loss core flow and higher loss endwall and wake regions (see Figures 41 through Figure 43). These data were acquired from the radial circumferential traversing of the exit probes.
The low loss core region is also shown by circumferentially area averaging the vane loss contours and plotting the results spanwise (see Figure 44). The com- parison between the data from the probes and rakes shows the additional mixing loss at the rake station to be predominately at the inner diameter. A spanwise comparison of the probe data shows the Build 1 vane to have higher loss at the inner diameter and lower loss at the outer diameter than the Build 2 vane. The figure also shows additional reduction in loss at the inner diameter and in- creased loss at the outer diameter caused by canting the Build 2 vane 13 degrees in Build 3.
The comparison of total losses, generated by mass averaging the spanwise los- ses with the results from the air angle traverse, showed the lower loss at the outer diameter for Build 1 outweighs the higher loss at the inner diameter, thereby giving the Build 1 vane a lower mass averaged total loss than the Build 2 vane at the same Mach number (see Figure 39). The results of the can- ted vane tests showed the reduced loss at the inner diameter outweighed the increased loss at the outer diameter to give the canted vane the lowest mass averaged total loss of the three airfoils tested.
0.13 TOTAL LOSS 0.11 0.09 0.04 « 2!
Cl.
0 --.
Cl.
<J 0.02
Ch
0.05 MIDSPAN LOSS Cl.
--.
0.03 Cl.
<J 0.01 0.8 0.9 0.7 MNMA Figure 39 Annular Cascade Pressure Loss vs Mach Number TOTAL LOSS « :2: c..
c..
--
<l VANE
CO
OBLD 1 OBLD2 6BLD3 __ PREDICTED 006 ENDWALL LOSS « :2 c..
c..
~ --
<l MIDSPAN LOSS c..
c..
--
<l 11 1 2 13 07 08 09 10 MNMA Figure 40 Annular Cascade Pressure Loss vs Mach Number :- f- - r L L ....... Jj-~ i t--t---t-...
Curve Label Curve Value d PIP 0.0 0.01000 0.02000 0.03000 0.04000 0.05000 8 0.06000 0.07000 0.08000 0.09000 O. 10000 0.11000 0.12000 0.13000 O. 14000 O. 15000 BUlld 1 Mn = 0.997 ma Typical Vane Loss Contours at Design - This plot represents Figure 41 circumferential traverse data over two vane gaps at 8 radial p:>s i ti ons • Curve Label Curve Value ~ PIP 0.0 0.01000 0.02000 0.03000 0.04000 0.05000 0.06000 0.07000 0.08000 0.09000 O. 10000 0.11000 O. 12000 O. 13000 O. 14000 O. 15000 O. 16000 0.17000 O. 18000 0.19000 0.20000 0.21000 0.22000 0.23000 0.24000 0.25000 BUlld 0.932
2 Mnma =
Typical Vane Loss Contours at Design - This plot represen~s Figure 42 circumferential traverse data over two vane gaps at 10 radial positions.
Curve Label Curve Value AP/P 0.0 3 0.01000 0.02000 5 0.03000 0.04000 0.05000 0.06000 9 0.07000 10 0.08000 0.09000 O. 10000 O. 11000 14 O. 12000 O. 13000 O. 14000 0.15000 O. 16000 0.17000 0.18000 0.19000 BUlld = 3 Mnma 0.951 Figure 43 Typical Vane Loss Contours at Design - This plot represents circumferential traverse data over two vane gaps at 9 radial positions.
RAKE PROBE MASS AVG MASS AVG MACH # MACH # BUILD 1 0971 0997
•
BUILD 2 0909 0932
•
BUILD 3 0945 0951
•
c..
0: 012 <J OL- ____ ~ ____ _L ____ ~ ______ L_ ____ ~ ____ _L ____ ~ ____ ~L_ ____ ~ ____ ~ o 10 20 30 40 60 70 80 90 100 % SPAN Vane Loss vs Percent Span - The low loss core region is Figure 44 indicated by circumferentia11y averaging the vane loss and plotting the results spanwise.
The mass-averaged total losses for Builds 1, 2 and 3 were .0376, .0369 and 0.0245, respectively, at the design conditions as measured by the exit probe.
Vane gas exit angle is important for good performance, because blade inlet conditions, incidence distribution, and flow distribution are functions of vane exit angle and wheel speed. Design point vane exit angle spanwise data are shown in Figure 45. The level of the measured data, acquired with a radial traverse at mid-gap, was adjusted to match continuity. The data shows the angle skews, with higher angles near the inner diameter and lower angles near the outer diameter. Build 3 has the largest skew, Build 1, the next largest, and Build 2, the least. Although_the angle skew was not predicted, good overall rotating rig performance for Build 1 and Build 2 suggests that the incidence and flow distribution shown in the annular cascade were not the same in the rotating rig because of a redistribution of flow caused by the rotor.
The Build 3 vane was not tested in a rotating rig, therefore, it is not known if its larger angle skew would cause a performance penalty. For this reason, the Build 3 vane will not be used in the engine design without additional rig work. Therefore, the Build 1 vane, having proven air angle distribution and lower loss than the Build 2 vane at comparable Mach numbers, will be used for the engine design. Additional data for the annular cascade tests for Builds 1, 2 and 3 are presented in Appendices B, C, and D, respectively.
6.1.2 Analysis Discussion 6.1.2.1 Deviation Airfoil deviation is defined as the difference between the exit air angle and the gage plane (throat) air angle. The calculation of the deviation becomes important because it is a factor in setting the flow through the cascade. The average deviation for the three builds of the annular cascade was calculated based on continuity and measured geometry and is compared to the design system used for each build. Figure 46 shows this comparison. At the cascade design point, the Build 1 results indicate an approximate 0.3-degree difference; the Build 2 results, an approximate 0.S5-degree difference, and the Build 3 results, an approximate O.SO-degree difference. Therefore, the Build 1 design system was in better agreement with the experimental deviation than the system used for Builds 2 and 3.
The measured and predicted flow parameters are shown as a function of exit Mach number in Figure 47. The flow parameter measurements used here were calculated with rig inlet flows measured with choked venturis. The predicted flow parameters were based on an analysis that was performed with averaged data using the measured throat areas and a deviation system similar to that used for the Build 1 design. Table 10 compares the predicted and measured flow for the high Mach numbers where the flow is choked. Build 1 shows the best agreement with the design system. This may be caused by the margin of error in measuring the airflow or throat area, the deviation system, and possible leakage between the rig and the sonic venturi.
w ...J C!)
<C l-
---
---
X w w <C >
o BUILD1}
MEASURED DATA ADJ TO CONTINUITY
O BUILD 2
6 BUILD 3
3D DESIGN STREAMLINE DESIGN 30 40 0 10 20 50 60 70 80 90 100 % SPAN Figure 45 Vane Exit Angle Distribution - Higher angles near the inner diameter and lower angles near the outer diameter were measured.
o
o
O~ __________ L- ________ ~~ ________ ~ __________ ~ __________ ~ 1 0 1 1 07 08 09 MACH NO Figure 46 Deviation vs Mach Number - The deviation prediction system used for the Build I design gave better agreement than the system used for Build 2 or Build 3.
0.. 11 2
--
---------------~BU~l
~108
MEASURED ~
o BUILD 1
o BUILD 2
6 BUILD 3
PREDICTED 9~L6----------0L7----------0L8--------~0~9--------~1~0--------~1~1--------~12 MN Figure 47 Flow Parameters Mach Number - At high Mach numbers, the rig exhibits a higher flow parameter than predicted.
TABLE 10 FLOW CDMPARISON Measured Predicted Percent Difference w "TIP w" TIP Build 11.04 3.1 1 11.39 Build 5.6 2 11.95 11.32 Build 12.22 11.68 4.6 6.1.2.2 Pressure Distribution Discussion Low loss vane performance is attained by maintaining a desirable airfoil surface pressure distribution. Effects of adverse pressure gradients and shock losses are minimized by appropriate loading distributions. Mean section vane surface static pressures at design are compared for all three builds in Figure 48. This figure shows the airfoil static pressure, non-dimensionalized by the average inlet total pressure, plotted against percent of axial chord. Loading distributions from front to rear are similar, yet vary from build to build.
Predicted distributions qualitatively match the data, which verify design procedures. Predictions accurately follow the changes from build to build. The prediction, a two-dimensional calculation at a given radius, uses a streamtube radial height ratio between the airfoil leading edge and trailing edge to model the flow over the airfoil sections. Consequently, the Build 3 canted vane configuration, which has identical sections to Build 2, can have differ- ent pressure distributions from Build 2 only because of radial forces caused by the vane cant, and other 3-dimensional flow effects. Airfoil surface pressure distributions for both the cascade and stage tests are presented in Appendices B through F at various radial sections.
6.2 Rotating Rig 6.2.1 Performance Discussion 6.2.1.1 Efficiency Comparison An efficiency gain of 1.1 percent was predicted at the design point by increasing AN2 from 34 x 109 to 49 x 109 (in-RPM) 2. This increase in AN2 allowed the Energy Efficient Engine high-pressure turbines to run at a lower Cx/U ratio and a higher velocity ratio. The experimental gain in efficiency is shown in Figure 49 where the area averaged efficiency of Build 1 of the uncooled rig is compared to the state-of-the-art AN2 level at the Build 1 reaction level. At the design point, the efficiency gain was 1.15 percent, which agrees with the predicted value of 1.1 percent.
OBUILD 1 OBUILD 2 6BUILD 3 ____ BLD 1 - PREDICTED ___ BLD2-PREDICTED _____ BLD 3 - PREDICTED 0300 L- ____ ~ _____ ~ _____ ~ ________ ~ ________ ~ o 20 40 60 80 %x/bx Vane Surface Statics (50 percent span) - Low loss vane Figure 48 performance is achieved by maintaining a desirable pressure distribution.
~T/ = 1 15% 7JAR 86 80L- ____ ~ ______ ~ ______ ~ ______ ~ ______ _L ______ _L ______ ~------~ 20 25 PRESSURE RATIO Fl.gure 49 AN2 Increase - A net area-averaged efficiency gain of 1.15 percent was achieved by increasing the AN2 parameter.
A comparison of low reaction and high reaction rig performance is shown in Figure 50. The high reaction turbine demonstrates a 0.8-percent higher effici- ency than the low reaction turbine at the design point. This exceeds the predicted efficiency gain of 0.5 percent. This benefit for high reaction decreased as the turbine was run off-design (see Figure 50). The Build 1 test data agree with predicted values at lower pressure ratios, but at the higher pressure ratio points efficiency is overpredicted. For Build 2, the measured efficiency exceeded the prediction at the design point, but at the higher pressure ratio points, efficiency is overpredicted. The lower corrected speed (280) data are overpredicted, and the high corrected speed (375) data are underpredicted. The design point data are summarized in Table 11 and in Figure 50.
'mBLE 11 DESIGN POINT PERFORMANCE (Corrected to 0.0145 in. tip clearance) Mass Averaged Reaction (percent) Efficiency (percent) Build Predicted Test Predicted Test 90.3 1 36 33 90.3 2 43 37 90.8 91.1
~~~375
I~ ••
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6. 0770 0733
350 JI
iJ.7 DESIGN PRESSURE
350 , '89 ~~ '254 I RATIO PREDICTED BLD'
----
II BLD 2 PREDICTED II II II 80L- ___ L_ ___ L_ ___ ~ ___ ~L_ __ ~ ___ ~---~~--~ 20 25 30 35 40 45 PRESSURE RATIO Figure 50 Mass-Averaged Efficiency vs Pressure Ratio - The high reaction level rotating rig perfooned better than the low reaction rig at the design pressure ratio.
Efficiency of the uncooled rigs was calculated using inlet and exit measure- ments of pressure, temperature, and air angle. Fixed temperature and pressure rakes were used to measure inlet conditions. Temperature and pressure rakes that traversed through the same IS-degree arc (1 vane gap) were used to measure ~onditions at the exit plane. The efficiency values over the IS-degree arc were circumferentially area averaged and radially mass averaged with the results from the radial air angle traverse.
The measured efficiency data were adjusted for variations in tip clearance caused by speed changes and temperature changes of the disk due to front disk leakage flows. The sensitivity of the change in efficiency to tip clearance was arrived at by correlation of running clearances from three sources. These included readings made by the laser optical probes located at two circumferen- tial locations, measurement of mechanical rub buttons installed at three circumferential locations, and from analytical calculations based on disk, outer air seal, and case metal temperatures. Once the tip clearance was established, the change in local efficiency at the outer diameter was determined as a function of clearance (Figure 51). To adjust the stage efficiency to the design clearance, these data were applied to the spanwise efficiency. study of the spanwise efficiency profiles showed that the loss caused by tip clearance m~grated to 65 percent of the span, resulting in a spanwise average adjustment of 0.079 percent in efficiency for 0.0025 em (0.001 in.) in tip clearance.
KIELHEAD CIRCUMFERENTIAL ~ LOCATION >- U 3 -85 LEAST SQUARES w 0 -175 DATA FIT U -265 u.
u. 2 355 w ~ <l ...J <31 ...J O~ __ ...J- ____ ~ __ ~ __ ~ __ ~ ____ ~ __ ~ __ ~ o 0002 0004 0006 0008 0010 0012 0014 0016 (em) o 0001 o 002 0 003 0 004 0 005 0 006 0 007 Ll CLEARANCE, INCHES Figure 51 Outer Diameter Kielhead Efficiency Change - study of the spanwise efficiency profiles showed that the loss caused by tip clearance migrated to 65 percent of the span, resulting in a spanwise average adjustment of 0.079 percent in efficiency for 0.0025 cm (0.001 in.) in tip clearance.
Reaction for the rotating rigs was defined as a ratio of the static pressure drop across the rotor to the static pressure drop across the stage. The results of the tests on the two rotating rigs are shown in Figure 52, where reaction is plotted against pressure ratio. The cooling flow points are not presented because the inner diameter cavity static pressure taps were affected by the disk leakage flow and did not read the correct flowpath pressure. The measured reaction was lower than predicted as shown in Table 11. This was caused by three factors: (1) fabrication tolerances on the airfoil throat areas, (2) the differences between the measured and predicted deviations for the vane and blade, and (3) the predicted versus measured losses for the vane and blade.
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028~ ______ ~ ____ ~~ ____ ~ ______ ~ ______ ~ ______ ~ ______ ~ ____ ~ 20 25 30 40 45 50 55 PRESSURE RATIO Figure 52 Reaction vs Pressure Ratio - The measured reaction for both builds was lower than design values.
6.2.1.1.1 Data Presentation During the design efforts, attempts were made to maintain high efficiency in core regions and to minimize endwall losses. In practice, endwall flow regions and wake regions generally have lower efficiency than core flow regions, as shown by the contour plots at design in Figure 53 and Figure 54. This plot shows the efficiency contour lines over one vane gap for Builds 1 and 2. The data were then circumferentially area averaged as shown in Figure 55. The shapes of the efficiency curves for the low and high reaction Builds are similar, with the high reaction turbine showing greater midspan efficiency.
Blade exit absolute air angle, which was used to mass average the efficiency data, is shown in Figure 56. The level of the measured data was adjusted to match continuity. For Build 1, original design point data (350) and repeat design point data (344) are shown. Build 2 angles are lower than Build 1 angles, as predicted by the streamline design. Additional stage performance data for both the lower reaction Build 1 and higher reaction Build 2 are presented in Appendices E and F.
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82L- ____ ~ ____ _L ____ ~ ______ L_ ____ ~ ____ _L ____ ~ ______ L_ ____ ~ ____ ~ 20 70 80 90 100 o 10 30 40 50 60 % SPAN Figure 55 Efficiency vs Percent Span - The shapes of the efficiency curves for the low and high reaction builds are similar, with the high reaction turbine showing greater midspan efficiency.
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o BUILD 1 (350)
ADJ TO CONTINUITY f::l BUILD 2 (350) ___ BUILD 1 - STREAMLINE ___ BUILD 2- STREAMLINE 50 60 70 80 90 0 10 20 30 40 % SPAN Figure 56 Blade Exit Angle - The predicted angles have the trend of l~ier inner diameter angles and higher outer diameter angles shown by the data.
6.2.2 Blade Analysis Discussion 6.2.2.1 Blade Pressure Loss The high reaction Build 2 rig demonstrated lower losses at design pressure ratio and design speed (see Figure 57). The blade total loss was calculated with a meanline analysis using the mass average vane loss and efficiency (the calculation did not consider losses caused by blade tip clearance as being separate from the foil). Off design, Build 1 and Build 2 losses were generally comparable. Large losses were associated with low speed (positive incidence) , but there were no increased losses for the higher speed (negative incidence) Build 2 design. Low speed losses were underpredicted, and high speed losses were overpredicted. Build 1 predicted loss values matched the test data at design, but were too low for off-design conditions. Generally, the test data for Build 2 were lower than the predicted values, except at the high-pressure ratio.
The meanline analysis used for the blade losses was also used to calculate the actual Mach triangles for Build 1 and Build 2 of the rotating rig. The Mach triangles presented in Figure 58 are compared with the design Mach triangles (see Figure 4 and Figure 5) in Table 12. The Build 1 and Build 2 vane Mach numbers are higher than the design intent, and Build 1 and Build 2 blade Mach numbers are lower than the design intent. The reason for this difference is that the reaction level of the rigs was lower than the design reaction level.
TABLE 12 CDMPARISCN OF DESIGN AND EXPERIMENTAL MACH NUMBERS Design Experimental Design Experimental Build 1 Build 1 Build 2 Build 2 Vane Mn 1. 017 1.061 0.932 0.999 Blade Mn 1.150 1.127 1. 232 1.193 6.2.2.2 Deviation The blade deviation for Build 1 and Build 2 1S shown in Figure 59 for the design corrected speed of 350. The experimental deviation (air angle at the exit plane minus the gage plane air angle) was calculated from continuity and the exit plane measured conditions. The predicted deviation was calculated using the design system updated for the measured areas and test conditions.
The prediction follows the trend of the data~ however, the level is low.
6.2.2.3 Pressure Distribution Due to instrumentation system malfunctions, no valid blade surface pressure distributions were measured for Build 1.
.0
•
BUILD 2 (350) BUILD 1 (350) Q.
Q.
--
% WC/ <l W BLD BLD 1 2 N/VTT o.
010 280 o.
•
350 0386 0770 0733 6.
350 1 183 1 254 ~ ..
~-:. __ } PREDICTED
005 L-L- ________ ~ __________ ~ __________ ~ ________ ~ __________ ~ 50 55 60 35 40 45 PRESSURE RATIO Figure 57 Mass-Averaged Blade Total Loss vs Pressure Ratio - The high reaction Build 2 rig demonstrated lower losses at design pressure ratio and design speed.
Build 2 blade pressure distributions are shown in Figure 60 for all spans at design. The blade relative inlet total pressure was approximated by using the measured 30-percent axial chord, pressure side static pressure in calculating the PS/pT ratio. Good performance was maintained because the adverse pressure gradients at all spans occured well back on the foil. Also, the pressure increases caused by shock waves were relatively small. The design prediction qualitatively matches 50-percent span data, but is not a good match at other spans.
BUILD 1 BUILD 2
~FLOW l FLOW
MR = 0 29
MR'03~
360 106 400 108 J.l.
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192 608 186 539 Mach Triangles - Experimental Design Point Mach Triangles for Figure 58 Build 1 and Build 2.
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_ BLD 1 PREDICTION _ __ BLD 2 PREDICTION 08 1 3 14 15 16 Total Blade Deviation (Air angle at the exit plane minus the Figure 59 gage plane air angle) -
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0 20 40 60 80 100 %x/bx Surface Statics - All distributions successfully delay the Blade Figure 60 of adverse pressure gradients until well back on the foil.
start 6.2.2.4 Disk Cooling Flow Penalty The presence of leakage and cooling air in the engine environment will create a performance penalty relative to the uncooled rig environment. In the un- cooled rig, leakage flowed outward along the front of the blade disk, where mixing with gas path flow caused an efficiency reduction. The performance penalty caused by blade disk leakage flow is summarized in Figure 61. The figure, showing span mass averaged efficiency corrected to design clearance, shows the change in efficiency caused by the mixing of the cooling flow. The data agree reasonably with predicted values.
6.3 Summary The results of the Energy Efficient Engine high-pressure turbine uncooled rig program have established the uncooled aerodynamic efficiency of the high- pressure turbine at 91.1 percent and have verified the feasibility of the Energy Efficient Engine high-pressure turbine aerodynamic design concepts.
1] AA(%)
o BUILD 1
o BUILD 2
__ PREDICTED o 02 06 12 14 1 6 04 08 10 % WCOOL WMAIN Figure 61 Effect of Leakage Flow on Efficiency - The change in efficiency because of mixing compares reasonably to predicted values.
The measured benefit of higher AN2 is shown in Figure 62. This figure com- pares the area averaged efficiency of the current state-of-the-art single stage turbine with the area averaged Build 1 results and shows an improvement of 1.15 percent at the Energy Efficient Engine design point.
AREA - AVERAGED 077 = 1 15% 71AR STATE OF THE ART BUILD 1
84 o
PREDICTION ~ PRESSURE RATIO Figure 62 Area-Averaged Efficiency vs Pressure Ratio (Effect of AN2 Increase) - An increase in AN2 resulted in an increase in turbine efficiency.
The Build 2 rotating rig demonstrated a mass averaged efficiency of 91.1 percent, 0.8 percent higher than the lower reaction Build 1 rig. Build 1 was tested with a reaction level of 33 percent, and Build 2 was tested with a reaction level of 37 percent. Figure 63 shows the comparison of efficiency vs pressure ratio for these two builds.
Results also showed that the 13-degree canted vane configuration had the lowest mass averaged total loss of the three airfoils tested. The mass- averaged probe measurements indicated an overall pressure loss of 0.0245 as compared to 0.0369 for the radial Build 2 vane at the design point.
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o BUILD 1 = 350
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o BUILD 2 N/VTI
u..
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w 80L- ______ L- ____ ~~ ____ _J ______ ~ ______ _L ______ ~ ______ ~ ____ __J 55 60 20 30 35 40 45 50 PRESSURE RATIO Mass-Averaged Efficiency vs Pressure Ratio (Effect of Reaction Figure 63 Level Increase) - An increase in reaction level resulted in an increase in turbine efficiency.
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7.0 CONCLUSIONS o The second build of the Energy Efficient Engine uncoo1ed rig has verified that increased AN2 and higher turbine reaction level lead to increased efficiency. The demonstrated uncoo1ed efficiency was 91.1 percent.
o The Build 1 vane demonstrated the best compromise between low loss and a proven air angle distribution.
o The 13-degree canted vane configuration had the lowest performance loss of all the vanes tested.
o The Build 2 high reaction blade demonstrated lower losses than the Build 1 blade at the design point ••
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APPENDIX A - AIRFOIL COORDINATES
APPENDIX A - AIRFOIL COORDINATES
F1gure T1tle
Vane Root Sect10n
A-I BU1ld
BU1ld Vane Mean Sect10n
A-2
A-3 BU1ld Vane T1P Sect10n
BU1ld Blade Root Sect10n
A-4
Bu 11d Blade 1/4 Root Section
A-5
BU1ld Blade Mean Sect10n
A-6
A-7 BU1ld Blade 1/4 T1P Sect10n
BU1ld Sect lon
A-8 Blade T1P
BU1ld 2 Vane Root Sect lOn
A-9
A-1O Bu 11d 2 Vane Mean Sect10n
BU1ld Vane T1 P Sect lOn
A-ll 2
A-12 BU1ld 2 Blade Root Sect10n
Bu 11 d 2 Blade 1/4 Root Sect10n
A-13
A-14 BU1ld 2 Blade Mean Sect10n
A-15 BU1ld 2 Blade 1/4 T1P Sect10n
BU1ld
A-16 2 Blade T1P Sect10n
This Page Intentionally Left Blank
A-l Build 1 Vane Root Section
SUCTION SIDE PRESSURE SIDE
Y BOT
X Y TOP
PERCENT X/bx
2.582SU 2.766lt1 o.u 0.00136 2.~b219 2.7bl'1o 0.u10 O.Ol"ulS 2.~76S1 2.7'1679 0.020 'O.026t1U 2.~0778 ".blu'I1
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0.'1'110 1.20000 -0.15040 0.00101 1.UOO 1.",7332
A-2 BUlld 1 Vane Mean Sectlon
11.09400 tilT RALJIUS &
PRESSURE SIDE
SUCTION SIDE
Y BOT
PERCENT X/bx X Y TOP
2.70'l~S 0.1.1 2.1i/S313 0.00110'1 ~ 2.10.22, 0.010 l.U'I71b U.014~1 2.09321i 0.1.121.1 O.UlU'lj 2.'1U'I1 2.Ob2'l1 0.0301 2.'12)00 U.O..i'lb4 2.07132 0.0 .. 0 0.0~2..ib 2.'Hd8l 2.b51ioH O.O~u O.Ob)Od 2.'I!)1!)1 :' 2.'Io.)/j,j 2.04~O'l 0.000 O. u171'1 2.b.)0b4 0.U10 2.'0)02 0.0'l0~1 2.01543 0.080 O.lO.:ll.j 2.91:10'13 2. !)'1950 o.v'lO 2. '1'1 17 b 0.1l!>'I" 2.!)1:I2'12 0.100 3.U(;IJU'I 0.1"bob 2.~u/j94 0.125 3.0.)110 0.100'" 2.4'111't 0.150 0.19L2) j.0'~l9 2.44175 0.175 0.22 .. 0 .. 3.00'1)'1 2.38931 0.20U .:l.0/s.j!>1 0.2!)5b.:l 2 • .).)40,j
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U.!Jl) 1. ~452.j 0.bb'l13 2.l:IblS)0 0.5!)O 1.40915 0.10092 l.8u)''1 0.;]) 1.3'1210 0.1.).:11 2.1.Hll 1.31427 O.bUO 0.7b450 2.b4173 1.L3 .. 18 0.025 0.196l,9 2.5.) .. l,8 0.b5U 1.15250 O.l'Jldu'l 2."10'11 u.(1) 1.00'107 0.85'1Ub l.LI .. lil.
0. 'I/s.)1i1 0.100 0.8'1101 2. 121S.:l2 0.8'166'1 O.llS 0.'Il.j40 1.91LHb 0.&1.1741 0.75(.1 0.'155l)- 1.bU'Ib4 0.11!>9l (/.715 0.9810) 1.oj'l .. b O.bOO 1.Q1b84 1 ... t>.)0'l 0.b211'J5 v.&l5 O.!Jl'tU8 1.0500,) 1.2bO'l.)
O.b!>O 0 ... 2460 1.lIbi ... 2 1.0't.)!)1 O.b1S 0.3l031 1.114,l1 0.'IOI0b u. '1U(J' O.ll113 O.lu.)'1J.
1.1"001 v.'11v 0.lb515 1.15812 O.6Z.)tsl O.'I.lO 0.11'122 1.111 .. 4 0.~4.:108
o. (,11;;8
U. '130 0 ... 01!>& 1.1b"10 0.021 'to 1.1.9 .. 0 1.19b81 0.,j1,,"1
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A-3 Build 1 Vane Tip Sectlon
hOT RAOIU~ • 12.34200
PRESSURE SIDE
SUCTION SIDE
Y BOT
Y TOP
x
PERCENT X/bx
l.Y4J,l 2.772Jl 0.0 0.00156 2.951147 2.1642) 0.010 0.01 .. 28 l.'I7ib!» U.OlU 2.1'''81 0.Olb"'9 2.Ybbb1 (I.U;'V 2.74419 (;.03'110 2.'1'1'1'1';) 2.1.,2)0 U.040 0.0'''4l 3.01L7IJ 2.719ti!)
0.050 O.065J.3 3.0L4YJ 2.10b.H O.vbU 0.077115 J.0.,666 2.69194 0.1170 0.0'10,6 3.047'H 2.b7682 U.080 0.10J£7 J.0!>b66 2.bb0911 11.1190 0.11)99 ).OuO'l4 2.b444ti 0.100 0.12b70 0.125 3.0'1"03 2.b005.j O.lbO .. y 3.113)1 0.150 2.!»;313 0.19l27 3.1,,166 2.s0l62 0.175 0.22406 ".14111 2.449J4 O.lOO 0.l!»;U4 3.1)98'1 2.~93)0 0.ll5 0.,,&lb3 3.11uOO 2.33S..!4 u.l~O 0.31'1 .. 1 3.17743 2.l7474 O.ll' 0 • .,5120
u • .jOO 3.1ltlll 2.21212
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O.~15 l.'1YU"''1 1.';;9799
o .1.,lb2
2.'14b40 U.bOO 1.31111) 2.blY14 l.l25bb 0.b25 0.7'101'1 l.71J'H8 0.b50 1.13641 0.tlZ7'1U u.b7; 0.8).,-/0 2.06.,Ob I.CJ44Y5 2.,lIb5'1 0.,}5119 0.100 0.8Yl!>5 2 • .,"b61 0.U.5 0.'I2J.U O.IS'4'11 2.1.j't0'l 0.7,59b 0.750 0.9,512 u.n; 1.'1261'1 0.b)404 O.'IUb'lO 1.70/,,6 0.!>488b O.bOO 1.01db9 1 ... 71J'7o O ... 3 'I '1b U.fll5 1.05("47 1.24lU1 0.~267b o.u!>o 1.0Ul26
lI.ln; o. 'I"'b(J1 0.101i42
1.114U4 0.7 .. 148 0.UU.j18 0.900 1.14)d3 0.'110 0.04!»51S 0.03176 1.1,u54 0.5 .. 215 -0.OlI75 0.'120 1.1112b 0.4J'IOs (J.'1JU 1.18.)97 -0.07b93 0.,,;;44'1 -O.IJIt11 U.'140 1.1Y6blt -0.1'1~b5 0."'50 1. ,,0'140 O.""'Ilb 0.12298 -O • .l)b01 0.'160 1.22211 ".OlbO~ -O.~2220 0.970 l.l34U;' -<I.091b" -0.39330 0.'180 1.24754 -0.-.1175 0.'190 -O.~"'(')Ol 1."bO.£o -o.~0916 -0.;6264 1.000 1.27l'l1
BUlld Blade Root Sectlon
A-4
PRESSURE SIDE
SUCTION SIDE
PERCENT Xjbx Y TOP Y BOT
x
P " w O.4 ... f\r-, r.7 161
"'."1 '.0
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A-5 Build 1 Blade 1/4 Root Sectlon
~ RADIUS 10.63400 HOT
PRESSURE SIDE
SUCTION SIDE
y BOT
Y
TOP
X
X/bx
PERCENT
0.65504 0.9497 5 (I. f) 0.04300 0.(,1439 O.9C?ab C.('l'5401 ('."10 0.13598 1.01740 C. .,.)20 O.(J6~02 0.77636 I.G393?
( •• 030 0.07"(13 O.!?07CJ 1. (63e6
o .I)n04
0.)'.0 0.03191 1.t/'lc46 O.O<Jr.O~ C.J~O O.P5760 1.1 1137 0.10900 0.060
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1.12680 (.(,7r. 0.12007 0.1'8579 1.1',:.91 0.13108 {'.()~J 0.e9939 J.1LIP.3 ( .0<;'') 0.14709 0.'10975 1.1776<; 0.1'5310 0.100 0.93214 1.<-}300 0.1"002 0.125 f).n4769 1.743(,9 0.201\1<; f'. 1 "G 0.957£'9 1.:>6e64 C.17e; O.235f7 0.Q6369 J.~o('\15 .1.?6370 0.;:0'>0 0.96574 1.:O[:!/j0 0.79077 ~.7?5 C.96453 1.3'744 C.~50 0.318<'5 C.9~041 0.34571 1."3369 0.'75 O.9~364 J.:V.J8'i 0.37330 C.300 0.94446 1.34713 n • ...,~'5 0.400",2 0.93301 1.:49 .. 7 0.47P35 I"j.250 0.<)1943 1.34095 0.45597 ('.37'5 O.9;):se?
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c. ~7?o04
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0.446 .. 6 O.'lQf,"7 0.77'130 ('.775 C'.39Q35 0.c.9PP1 O.923!'O 0."00 0.349::;'9 0.',17:33 0.q'I"'2 (.'1"" 0.£9625 C.S34f'6
o. 8~ 0 0.97'385
0.2::949 Ci.449uf 1.00'>:'7 Ct. :'7''# O.17P49 O.3(,inO C'. ~(j0 1.013'10 0.15212 0.32754 1.044<;1 r.910 0.1i1607 0.:'9237 '\.720 1.0'55i:?
0.09644 (,.7'>697 C.4I;", 1.01>6'13 0.C6975 0.72127 (".q4() 1."7794 0.03983 O.ll'S~q 1.0!l8Q5 (1.""0 0.00856 1.OQ<JQ6 O.14'J31 r.Ql,O -0.07429 0.11303 1.11097 0.<"70 -0.05696 C.076~?
1.1<'1Q'3 C.9"'0 -0.09588 O.O;9Pl (,.t)<)O 1.13299 -0.13551 0.007<10 1.144fO 1.<'00
Build Blade Mean Sectlon
A-6
HOT RADIUS:: Jl.09300
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Y TOP Y BOT
PERCENT X/bx x
:1.9"Of,7
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A-7 BUlld 1 Blade 1/4 T1P Sectlon
HOT RADIUS
= 11.55200
PRESSURE SIDE
SUCTION SIDE
y
Y BOT
TOP
PERCENT X/bx X
1.0(,966 1.?41~1
o.c 0.17'113
1.{)9942 O.:I)() ('1.138 .. 2 1.:6764 1.10171 1.78950 f". \.~? '. ('.14771 1.11175 Q 1.:!,)fl38 0.0:0 O.156 Q Q 1.12350 1.324 6 0.('\40 C.IM:'9 1.135103 C.Cco O.17'i51 1.33'171 1.14684 l.(\60 (I .1 Q4116 1.:5291 1.15751 1. 2 f ... !l 0 n.o7r. 0.1'1414 1.16730 e.l'C") ('.?C)"3 1.37553 1.17f-12 1.J~525 C.ooO 0.71277 1.18195 1.:N40:?
v.ll)n C.;!;>;>()1 1.19937 C. 12 t o .74S?? 1.101747 1.2C927 0.7/''',44 1.47641 0.15t' 1.21414 1.43661 0.17' O.?91t6 1.214313 1.44341 G.21"11) 0.314fla 1.2103Q o. BP 10 1.',470'1 C,. '" 5 1.?C746 1.44737
o. :50 0.36132
1.1c;.091 1.44~B4 ('\.3'3453 O.27!:· 1. l7t-CO J.44110 0.300 0.40775 1.15794 1.43365 0.43097 ().'75 1.13"95 1.47348 0.4541'1
c.:SC
1.11219 0.477 .. 1 1.1.1052 0.:75 1.Of6!!4 O.5C'()('3 I.Z<J46Z 0.400 1.05801 (,.42'; (I.523'i4 1.37564 1.02686 r, O.45 0.5 .. 7')6 1.3!>324 0. 9347 O.<·702tl 1.37699 C.47' 0.95794 (l.~ro 0 3<;0 4 0.5 1.2 676 0.Q7037 C 1.?59 r 'l.~25 0.(01677 C. C80C1 1.71325
r. ':~ ..J o .fJ9C,4
o. e3935 1.171.,0 C.~75 O.(,t.31~ 0.79603 1.1202«1 0.600 0.6f16:'7 0.750QO 1.06221 ('. t-7 5 O.709~9 0.70401
r. ~.c r", (l.o9642
O.732'H (\.6!:537 O.97P29 0.l.7,) 0.7'5603 0.1-,1)503 ('.7-,Q"5 0.€(,O49 1. 7': ~ (,.<;5307 C.74714 u. 7? ~ 0.1'0"1.6 0.49935 0.?')(" 0.72303 O.e756B 0.44406 0.775 0.C41190 O.bC,317 0.38714 O.~O(l O.'ii:'73 o.r72]~ 0.32P65
o.ne:; 0.5117{J
o.e9~J4 0.ll-86?
:) or("l ,) .44:')1 Ii 0.0Ie~6 . - , 0.20709
c.. 3f-R n
i).!l75 ".94173 0.14418 4o O.O/JO O.Q6 q O.79~'''6 0.11864 0.26683 (1.41" 0.'174:>8 0.0'12"'2 (,. <:'7 (' (,.::'3770 J.9"3~7 0.06704 O.20!!55 ('\.'-'3(' 0.Jn':6 ('.04098 C .1743<; C.<'4C' 1.C0214 0.01480 G.("'5'1 4 C.15007 1.rH1 3 -0.01150 0.11077
o.o .... C 1.02077
-0.0378Q 0.('9131' CI.S70 1.030"0 -0.06443 0.C6700 C.9n~ 1.C39"'9 -0.09174 O.oc,:) 10.0:256 1.041l~3 -o.11Q71 1.(,00 0.00306 1.057P7
Blade T1P Sectlon
A-8 BUlld
H')T ~AOIUS - l~.~}?OO
SUCTION SIDE PRESSURE SIDE
PERCENT X/bx x Y TOP Y BOT
", • 1"7'" r r 1.:,')77 1.1""'4 I'I.'''I'\')?
!.'<;111 1.1"['<')1 ".1':)~t.
1 • '''', ') 1 ].1'74:;" ~.""'77q;) 1.7"7?('I "'.'7'-".
,.. • .... r L, .. t") ! .', '/4't 1.?1e<n{t ('. - r ,"' 1.4"'~('t1 '1 • "'1 (, r "' !.22?4,!
('. -.-1'\ 1.1,"'19'3 /, 'I.:'?"' "'2 1. '3917 I". "l7r 1.4lf75 1.7'.779 ".",1 / .(, i
,,)."''''-;''"6 1. , :t,:" 1.2~r4<"2
r..~ ... Q~tJ ~.';431 1.?n??2 n .... C t, ... ,..., 1 •• 41r ....
l.~f-"O?
.-.r ~.;>-'7-,r; 1 • ·9 r r.; 1 ") 1.2":>47 "'. , c, .... " .;--~Qf'r !.G.h~,5~ l.?(l'31Q 7 ~.:"! I'J'" r:: '.4??6'i 1.??:?"5
".1 '
f'\. '14""0 1.' 7!,',', 1. 1'1-(9
n. -. l'
"I • ., I, , &I r
1. _nc7 Q
"'. -~~ !."f,7 2 1."r'lf"!
"'. -'"1 ('
1.'7'''''' 1.''5''7''
"' ... .,r
,.., • IT 1"11 ."" ~ 1.23')65 1 .';"11 "'" ,..-.." ...
~.Jf?cln 1
1. ,'.:'.4
f'\ • It I. I) 1 r 1 .4~ ,,\"e; 1.1'10."7 1.,~1")19
("" .'.f.. 7"" n 1.1(,n·Q
., .....
f't. t f" ()..., '" I.IZ'l'5Q
1.'.:-?2'
"'l ..... ...,~.,"""
'i • .:. "r ! .J·~'17'3 1. 'l9f>O?
""".r""l.)",r ... 4?~ :.177:>r- l.nnon?
r.,r"\ ..... r~t/~ '.~l.P?1'\ 1.07?0' ".r-,., .... r: :.:1~67
".'-,r n.<;91<)9
..... ' if'" r • c '1"".1. r ') , • .., 7? 1 Q ('. Qt,"" 17 ,. • t' -. C 1."''''1~'' - •• I J .' <; "."Of?l , • 1 !) - ':" '2 '. C" c- ".'''. ',(' n.''''>l?t.
r.r-.r \ • ,.e:" r.{.~ n.p""S40 ~.1"\3?
".,')') :. "? q ~ f, C.7577Q
'"'.,.. .... 7-,n ".IQ'l .... c: r."7''')? n. -H1Q"o
". ' -. ~
".71f)"'"
,"'."lIn: (1.""9}9
,... n .() 7':; "".ln~-i<> ..... "7 r .-,?n
. .' ". ~)~666
•• , "'I r .... -''''''' r: "'.·'!7hh "'.rn(,11 ro. ~r j r'\. '1 '"'4 t'. 0 0.(52°l. ('.4~,(n'l r • f"")~"".
". --..,..
"'. I .., ~ l't ". -:"(,74 '1.('''''' r.r:"'?7 "."l.lln "'."4?03 I'll. '" (7" ,.
r'.I.'~15
"."'",r n. ?Po7J
..... .., ';''':l L. ') ""'i. "''''''''''1 ". 2J"\~,~ r"."l. .... .)4?
'1.1741Q ..... ("I"' ....
..... -'6:'4"1 .... 11"4., ("\.~~., ... "7?
O.?:-..,."'tq "'. I 1 r. ,).Of' .. +r~ I) • (J' .. 71 , "'.~~1:7 "".'171(·0 "".,?rr~·( n.,,1."';6
.... 1 r r: "l"
..... I I.'" "' .. 1 ",q "'i'") ()."'~C;I.r; r • r 'I (' 1"\.1",(\., ")7 -.l"!"~" ("I. ,,.,.'" "'I?
" • t' ,_ f\ r.· '')77''1
-f\.07091 ....... 71' ..... nQ'4 -n.('I447?
"".1"1 ?'j
('.C;~ r. • 'I ,-, I h • r~"l -'i."',?f,4 (',o<)n t ..... r,'(~l;1 1 .(If • .'."' '1 -f\.09107 n.fl'\"'I14
t • nr·r, 1."1', ri)
-0.114')5
A-9 Build 2 Vane Root Section
HOT RADIUS. 10.21100
PRESSURE SIDE
SUCTION SIDE
Y BOT
Y TOP
x
PERCENT X/bx
2.60028 2.71029 0.0 0.0 C462 2.59138 2.18472 0.010 0.0 l127 2.56134 2.7'1871 0.02991 0.020 2.57032 2.81223 0.04256 0.030 2.55843 2.82531 0.040 0.05520 2.54516 2.831'f4 0.05U 0.Ob1d~ 2.53237 2.85011 0.060 0.Ob050 2.51R34 2.86185 0.070 0.09314 2.50312 2.67312 0.080 0.10579 2.46855 2.311393 0.090 0.11£43 2.47286 2.8'1430 0.100 0.1310b 2.43163 2.91821 0.125 O.162b9 2.38180 2.9 :)922 0.150 001 "431 2.34110 2.~H29 0.175 0.225'13 2.29356 2.9723"+ 0.200 0.25754 2.24356 2.98428 0.225 0.2 B916 2.19182 2.99302 0.2">0 0.32011 2.1:)8 .. 6 2.99844 0.3523'1 0.215 2.08361 3.00038 0.300 0.38400 2.02729 2.q9864 0.325 0.41562 1.96958 2.99;:'03 0.350 0.4472:'1 1.91050 2.9!l327
0.:315 o ... 11185
1.&5012 2.96904 0.400 0.51046 1.78844 2.94993 0.425 O.5420tl 1.72550 2.'12547 0.450 O.513{)·' 1.66126 2.89501 0.415 O. () O'dl 1.59516 2.85774 0.5JO 0.63692 1.!l289b 2.01257 O. ~-7 5 0.6N<:>4 1.460u1 2.751302 0.550 0.10015 1.3'1143 2.691A3 0.575 0.73177 1.32065 2.61085 0.7t.338 0.6JO 1.2,,+840 2.50816 0.625 v.7'1~OO 1.17471 2.311S16 0.050 O. 6 ~661 1.0'1941 2.~5010 0.0(5 O.B ~1)23 1.02248 Z.lOh51 0.100 O.B fj"8'+ 0.94313 1.95671 0.725 0.'>'2146 0.66306 1.8018<) 0.750 0.95307 0.16019 1.64254 0.115 0.98469 0.694<)3 1.41 10 0.800 1.0163U 0.60686 1.311 h3 1.(-4192 0.825 0.51553 1.1 .. 0l5 0./j';0 1.07'1!>3 0.42019 0.96,,+75 0.1l7S 1.1U15 0.31919 0.78477 0.900 1.14216 0.27781 0.7113t!
0.910 1.15541 0.23456 0.63721 1.16805 0.920 0.18980 0.56205 1.11,010 0.430 0.14319 O.435'l1 0.<,140 1. 1 ',fB5 0.09426 Q O.401:l70 0.9')0 1.205 Q 0.04228 0.33028 0.960 1.21664 -0.01408 0.25035 0.(110 1.23129 ~0.07774 0.16814 0.980 1.24343 -0.15559 0.08520 1.2~~5e 0.'J90 -0.22302 -0.00093 1.000 1.26QZ2
A-10 BUlld 2 Vane Mean Sectlon
RADIUS :0: 11.09400 HOT
PRESSURE SIDE
SUCTION SIDE
y
Y BOT
TOP
PERCENT X/bx X
: 2.65481 0.00483 2.82634 0.0 2.64625 0.01747 2.84050 0.010 2.63648 2.85428 0.020 0.03011 2.62565 2.66767 0.04275 0.030 2.61385 2.80069 0.05539 0.0 .. 0 2.60120 2.8'1.BO 0.Oo1lO3 0.050 2.58175 0.Ob067 2.90551 0.060 2.57358 2.91132 0.010 0.09331 2.55814 0.105'14 2.'12870 0.080 2.54329 2.93961 0.090 0.11&~8 2.52126 0.13122 2.95021 0.100 2 .4b4 &5 2.97464 0.16282 0.1~5 2.43950 0.1'1442 2.99622 0.150 2.39151 0.2l601 3.01484 0.115 2.34111 0.25761 3.02)032 0.200 2.28861 3.04251 0.2&921 0.:>25 2.23414 3.05123 0.3201:'1 0.2!JO Z. .11115 0.35':'40 3.05621 0.215 2.11959 o .3t .. CO 3.05139 O.JOO 2.05973 3.05433 0.41560 0.325 1.99623 0.44120 3.046113 0.350 1.93514 3.03438 0.315 0.47H19 1.87054 3.01675 0.510;:''1 O. ',00 1.80439 0.5 .. 199 2.99339 0.4<:5 1.13616 0 ... 50 O. 5 13~8 2.96374 1.66166 0.415 0.60;16 2.92713 1.59101 0.63618 2. B8?73 0.500 1.52496 0.6bH38 2.829'+8 0.5,6 1.45135 2.76613 0.;;0 0.6 '199 1 1.37611 2.6'1095 0.575 0.13151 1.29944 0.16317 2.60164 O.bOO 1.22102 0.79471 2.49664 0.625 1.14093 0.82636 2.31178 0.650 1.05902 0.675 0.857'16 2.24711 0.97523 0.81:1956 2.10611 0.100 0.1:<8938 0.'12115 1.95608
o. 7~5
-
0.80135 - 0.95215 1.79180 0.750 0.71088 0.90435 1.63196 0.715 0.61117 1.45<122 0.800 1.01595 0.52159 1.27996 0.1125 1.04154 0.42191 1.07'114 1.09461 0.850 O.31H9 0.90351 0.875 1.11014 0."0694 1.142.H 0.10104 0.900 0.16353 0.62693 0.910 1.1!1491 0.11691 0.54600 0.920 1.16761 O.068R9 0.930 1.lti025 0.46424 0.01924 1.1'1269 0.38167 0.940 -0.03235- 0.950 1.2e553 0.29831 -0.086~4 1.21tll1 0.21,+16 0.960 -0.14341 1.23081 0.12924 0.970 -0.20465 0.9130 1.24345 0.04352 -0.21213 -0.04294 0.990 1.25609 -0.35014 1.2oti12 -0.13016 1.0UO
A-ll BUlld 2 Vane T1P Sectlon
RADIUS = 12.34200 HOT
PRESSURE SIDE
SUCTION SIDE
y Y BOT
TOP
X
PERCENT X/bx
2.70205 2.87973 0.00504 0.0 2.69689 2.89441 0.01767 0.010 2.68930 2.90&57 0.03030 0.020 2.67973 2.922.!1 0.042-}3 0.030 2.66852 2.93534 0.05556 0.040 2.6~592 2.947Q7 0.06819 O.O~O 2.64211 2.90009 0.0 1l0e2 0.060 2.62724 2.97171 0.0'f345 0.070 2.61141 2.9~281 0.IOo0B 0.0!<0 2.59472 2.99340 O. 1111 71 0.0'10 2.57724 3.0034'1 0.13134
o .ICO
2.53054 3.02651 O.lbi92 0.125 2.48010 3.04633 0.1 '144'1 0.1'>0 2.42647 3.06292 0.22606 0.115 2.l7007 3.01622 0.25764 0.200 2.31118 3.06616 O.2ll'l21 0.175 2.25001 3.0'1263 0.32079 O."SO 2.18674 3.09551
o. ~!:.i.)6
o.ns
2.12157 3.0'1463 0 • .3 b3'14 0.300 2.05456 3.(.R981 0.41551 0.325 1.98579 3.080t'1 11.44709 0.350 1.91536 3.06733 0.47l66 0.375 1.84332 3.0 .. 9C2 o.~ 1023 o ... JO 1.76970 3.02544 O.541tH 0 ... 25 1.69456 2.99bOO 0.573:>8 O.4~0 1.61788 2.95995 0.6(4'16 0.475 1.53970 2.Q1634 0.~j,...53 0.500 1.45998 2.80379 O.66H 11 0.525 1.37877 2.80039 0.6'1 68 0.5!J0 1.29598 2. 72~ 11 0.73121:> 0.575 1.21164 2.62841 0.76283 0.600 1.12565 2.51581 0.79 .. 40 0.625 1.03801 2.3t'667 o .1l2598 O.r-50 0.94859 2.2 .. 261 0.85755 0.675 0.&0;733 2.0(;561 0.8 to9l3 0.700 0.76408 1.91743 0.92070 0.125 0.66874 1.73991 O. '15228 0.750 0.57107 1.55447 0.Qt385 0.775 0.,+1088 1.36249 1.01542 0.8..10 0.36779 1.16497 1.047UO Ci.825 0.76146 0.96292 1.01£<57 0.850 0.1:;1 20 0.75b95 1.11015 0.b75 0.03627 0.54780 1.14172 0 • .,,00 -0.01l2Q 0.46332 1.1 ~35 o. 'ill 0 -0.05993 0.37844 1.1t>69d 0.920 -0.10980 0.29317 1.11'161 0.930 -0.16105 0.20753 1.14224 0.<140 -0.21394 0.12156 1.20481 0.950 -0.26882 0.03527 1.21750 0.900 -0.32617 -0.05134 1./30l3 0.970 -0.3866~ -u.ll822 1.2 .. 27b 0.980 -0.45152 -O.ZZ53d l,.!~,,"q 0.'1'10 -0.52292 -0.312 9 1.2"h(.2 1.000
A-12 BUlld 2 Blade Root Sectlon
HOT RADIUS. 10.11400
SUCTION SIDE PRESSURE SIDE
Y BOT
Y TOP
PERCENT X/bx x
0.48962 0.70967
c. U 0.0
0.51336 0.16221 (,.(,10 0.01018 0.53533
, • ;:~C o. CC548
O.C2036 0.55574
o. C~1) 0.&'.236
o .G30 54
0.57474
c.. b1604
0.04072 0.040 0.59241 0.90599 C. (,50 0.050 QO O.609C2 0.93336 0.060 0.06 lra 0.624~O 0.95(>57 C.070 0.07126 (1.63£>98 O.9t195 C.fJ30 0.0314 ..
O.6~253 C.OQ:) 1.C':'374 0.09162 O.66~21 1.(;2411
c. lOO O.IOleO
Ci.69343 1.06919 0.125 0.12725 0.71719 0.1';0 1.1(,914 O.l">27C 0.73698 1.14324 (".175 0.118;"5 0.75319 0.7031.0 1.1 n-'9
O.7ne
O.7M14 1.]ge29 0.22QL5 t.:':!: O.770()5 1.22u10 O.2':>C 0.25450 0.76313 1.23849 ':'.275 0.77<195 0.78754 1.;'~J64 V.J{)~ 0.JC540 0.78939 1.26568 0.33065 C" ??5 C.78881 t. )~lC 0.35630 1.?7411 0.78587 1.7e076 C. "7~ o .3r115 0.7(1064 1.2c~e3 0.1.0e. 0.40720 0.77317 (.4<'5 0.43765 1.78389 n.16350 1.28C88 C ... 'iO 0.'.5810 1 0.75166 1.174(:.5 C. 475 0. 08355 0.73165
c. ~OG 0.50Q(0 1.26505
0.72148 1.25H2 :.525 0.51445 0.70314 0.5')0 1.23462 0.55990 f..68l60 0.58535 1.71299 C.575 0.65983 O. (,00 1.13627 0.61080 0.63477 ().625 1.1~34?
0.63675 0.60738 (.l50 0.66110 1.11315 1).57755 C'. 675 O.bA715 1. Cb271 0.54520 0.99952 ('.700 0.71260 0.51020 0.92883 C.725 0.73805 0.1,7238 0.85423
c. -'50 0.76350
O.4~157 0.77687 (. n5 0.78895 0.38753 0.69132
o. PCI) 0.81440
0.33996 ~.(,1600 0.825 0.83905 0.28849 C.SliO 0.86530 0.53306 0.23265 C.875 0.89075 t.44855 0.17180
c. QQO 0.36264
0.91620 0.14587 0.32763 C.910 0.92638 0.11893 0.29779
o. "70 0.93656
0.09091 I). 2574fl 0.910 0.94674 0.06171
r.940 o .956n 0.22197
(i.03121 0.'150 0.96710 0.18615 -0.00071 1).15006 O.QbO 0.91773 -0.03422 C.970 0.98746 0.11367 0.07103 -0.06951 0.9CO 0.99764 r 1)40 CO -0.10684 C.990 1.00782 -0.14653 0.O,.;26~ 1.000 1.01800
A-13 Build 2 Blade 1/4 Root Section
HUT RAUIU~ • lO.63~OO
PRESSURE SIDE
SUCTION SIDE
Y BOT
Y TOP
x
PERCENT X/bx
0.69667 0.89211 0.02723 0.0 C.92342 0.71601 0.<)3670 C.OlO Ci.'t5185 0 .. 73392 0.04617 0.C70 0.9Tl93 0.75053 0.O~564 C.030 1.00704 0.76593 0.(.6511 (.040 C.78022 0.07458 1.'2445 C.Cr,O 1.04538 0.79J47 0.00'.<"5 0.C60 1.(;6498 0.80576 O.OS3~7 0.81715 1.08340 0.10299
c.cso
0.82766 1.10u7'- 0.11246 O. ;:'90 0.83140 1.11108 0.12193 O. 100 o.e58~4 1.15406 0.14560 J. 125 0.81523 1.18614 o .1!>928 C.150 1.71395 0.88819 0.19295 C.17~ 1.23192 0.39766
(). "::0 o .?l663
1.25rI3~ 0.90390 0.24030 O. ??5 1.27548 0.90714 0.26398 0.250 0.90756 1.28945 0.28165 C.275 0.90530 1. 30~'39 0.:n133 (\.300 1.3CB35 O. 'i0049 0.3350:> (I. 2125 1.31335 0.£9324 0.35863 C'. :-''i0 1.31537 0.8e362 o .3P2 35 t.375 0.81170 1.31436 0.40603 (\.4()0 0.85755 1.31021 0.42970 C.425 0.84120 1.30278 0.45338 0.4')0 1.29183 0.en69 0.417(,5 (,.1,75 0.P0203 1.27707 r'. ~,co 0.77925 1.25"01' 0.52440 ~. <;25 1.23426 G.75433 0.54806 o.~~O 1.20476 0.72728 0.57175 0.575 1.16828 0.69807 0.595"'3 C.bOO 0.66669 1.12263 0.61910 C.625 0.63308 1. (;6471 0.64278 ('.650 0.59720 0.9,,931 0.666~5 r.615 0.'i3053 0.55900 0.69013 C.7CO 0.51838 0.85969 0.71380 Ci.725 0.47526 0.18121 0.73148 (.150 0.42952 0.71345 0.76115 C'. ;-75 0.63R5R O.3et02 0.18483 D.POO (;.56270 0.32960 O.808~O ,~. P?5 (i.27506 C.485B5 0.83218 0.850 0.40806 0.21714 0.1\5585 c.a15 0.32928 0.15555 0.81953 (,.QOO 0.12980 0.29749 O.P1.'900 C.910 O.Z6559 0.10337 0.e9841 C.920 !I. 23346 0.07614 0.'10194
c. '130
0.20ll4 O.Q4836 0.91741 o. <;40 0.16863 0.01970 0.92688 0.950 -0.00979 0.13591 0.93635
c .... {;O
-(;.04015 0.10304 0.945ez O. c<10 C,.C69d7 -c..01l4!» 0.95529 0.980 0.03642 -{j.l0314 0.96416
o. Q<OO
~.13709 0.00273 0.97423 1.0'lO
A-14 BUlld 2 Blade Mean Sectlon
HUT RADIUS • 11.0'1300
PRESSURE SIDE
SUCTION SIDE
Y BOT
PERCENT X/bx X Y TOP ':'
0.87672 1.07601
c.o 0.05314
G.l'9931 I.L94e2 0.00 0.06lL9 0.91902 1.11244 C.(20 0.07064 0.9363-4 1.12900 0.07939 C.030 0.95161 1.141.59 0.C40 0.08814 G.96510 1.1593(; C.050 0.096139 0.91103 1.11319 C.CI).) 0.1\1564 1.1[1&:>2 0.98755
c. :::70 0.11439
0.99681 1.1'187"
c. ('PO 0.123]4
1.11048 1.004"4
c.cqo
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c. FCO 0.70338 0.408015
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APPENDIX B - BUILD 1 ANNULAR CASCADE DATA
APPENDIX B - BUILD 1 ANNULAR CASCADE DATA Tltle Flgure EEE Uncooled Rlg 36% Reactlon Annular Cascade Loss B-1 vs. Mach Number (Area Averaged) EEE Uncooled Rlg 36% Reactlon Annular Cascade Loss B-2 vs. % Span EXlt Rake Data (Area Averaged) EEE Uncooled Rlg 36% Reactlon Annular Cascade Loss B-3 vs. % Span (Area Averaged) EEE Uncooled Rlg 36% Reactlon Annular Cascade Loss B-4 vs. % Span (Area Averaged) EEE Uncooled Rlg 36% Reactlon Annular Cascade Loss B-5 vs. % Span (Area Averaged) B-6 EEE Uncooled Rlg 36% Reactlon Annular Cascade Mach Number vs. % Span (Area Averaged) EEE Uncooled Rlg 36% Reactlon Annular Cascade Exit B-7 Ps vs. % Span (Area Averaged) B-8 EEE Uncooled Rlg 36% Reaction Annular Cascade EXlt Pt vs. % Span (Area Averaged) EEE Uncooled Rlg 36% Reactlon Annular Cascade Deslgn B-9 POlnt (Area Averaged) B-10 EEE Uncooled Rlg 36% Reactlon Annular Cascade Inlet Pt vs. % Span B-11 EEE Uncooled Rlg 36% Reactlon Annular Cascade Inlet Tt vs. % Span B-12 EEE Uncooled Rlg 36% Reactlon Annular Cascade Alr Angle vs. % Span (Area Averaged) B-13 EEE Uncooled Rlg 36% Reactlon Annular Cascade Mld-Channel Statlcs vs. Predlctlon (Area Averaged) B-14 EEE Uncooled Rlg 36% Reactlon Annular Cascade T.E.
Platform Statlcs vs. Predlction (Area Averaged) B-15 EEE Uncooled Rlg 36% Reactlon Alrfoll Surface Statlcs 11% Span (Area Averaged) B-16 EEE Uncooled Rlg 36% Reactlon Alrfol1 Surface Statlcs 50% Span (Area Averaged) B-17 EEE Uncoo1ed Rlg 36% Reactlon Alrfol1 Surface Statlcs 89% Span (Area Averaged) B-18 EEE Build 1 Annular Cascade Clrcumferentlal Instrumentatlon Locatlon TARLE 8-1 DATA SU~'~MARY UNCOOLED RIG - BLD #1 ANNULAR CASCADE DATA SUMMARY RAKE PROBE AREA AREA HTD AREA AREA HTD ~lID- WTD OPERATING PT-IN TT -IN W-MAIN TOTAL MID-SPAN ~~TD TOTAL SPAN oR PSIA '·lACH # PTjPT PT jPT r~ACH # PTjPT PTjPT POINT f. LBrVS 1 57.42 22.51) 0.779 0.0415 0.0131 0.787 0.0330 0.0125 77"' 2 57.42 775 23.09 0.899 0.530 0.0165 3* 57.42 775 23.31 0.967 0.0500 0.01 85 0.979 0.0459 0.0190 4 57.42 775 23.39 1.116 0.0625 0.0255 I) 57.42 775 23.49 1.194 O.07f)5 0.0405 *Des; gn POl nt -n- ,. 1 I I'!" ]f -'I' I:' '1 '!1-', "'1 '.+!' fi ':1 .
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~ 40 60 80 o 20 %x/bx B-17 EEE Uncoo1ed Rlg 36% Reactlon Alrfol1 Surface Statlcs 89% Span (Area Averaged)
o T E PLATFORM STATICS
o INLET PT
o INLETTT
o EXIT PT RAKES
t6. EXIT WEDGE PROBE
\) SURFACE STATICS
o MID-CHANNEL STATICS
VIEW LOOKING UPSTREAM B-18 EEE BUlld Annular Cascade Clrcumferentlal Instrumentatlon Locatlon
APPENDIX C - BUILD 2 ANNULAR CASCADE DATA
APPENDIX C - BUILD 2 ANNULAR CASCADE DATA Tltle Figure
--
Loss C-l EEE Uncooled Rlg 43% Reactlon Annular Cascade Mach Number (Area Averaged) vs.
Loss EEE Uncooled Rlg 43% Reactlon Annular Cascade C-2 vs. % Span (Area Averaged) Uncooled Rlg 43% Reactlon Annular Cascade Loss C-3 EEE % Span (Area Averaged) vs.
Loss C-4 EEE Uncooled Rlg 43% Reactlon Annular Cascade vs. % Span (Area Averaged) Loss EEE Uncooled Rlg 43% Reactlon Annular Cascade C-S vs. % Span (Area Averaged) Loss EEE Uncooled Rlg 43% Reactlon Annular Cascade C-6 vs. % Span (Area Averaged) Uncooled Rlg 43% Reactlon Annular Cascade Loss C-7 EEE % Span (Area Averaged) vs.
C-8 EEE Uncooled Rlg 43% Reactlon Annular Cascade Mach Number vs. % Span (Area Averaged) EEE Uncooled Rlg 43% Reactlon Annular Cascade EXlt C-9 Ps vs. % Span (Area Averaged) C-1O EEE Uncooled Rlg 43% Reactlon Annular Cascade Exhaust Case I.D. Statlc Pressures (Area Averaged) C-ll EEE Uncooled Rlg 43% Reactlon Annular Cascade EXlt Pt vs. % Span (Area Averaged) C-12 EEE Uncooled Rig 43% Reactlon Annular Cascade Deslgn POlnt (Area Averaged) C-13 EEE Uncooled Rlg 43% Reactlon Annular Cascade Deslgn POlnt Inlet Pressure C-14 EEE Uncooled Rlg 43% Reactlon Annular Cascade Deslgn POlnt Inlet Temperature C-1S EEE Uncooled Rlg 43% Reactlon Annular Cascade Average Alr Angle vs. % Span (Area Averaged) C-16 EEE Uncooled Rlg 43% Reactlon Annular Cascade Mid-Channel Statics - 1.0. (Area Averaged) C-17 EEE Uncooled Rlg 43% Reactlon Annular Cascade Mld-Channel Statlcs - 0.0. (Area Averaged) C-18 EEE Uncooled Rlg 43% Reactlon Annular Cascade T.E.
Platform Statlcs - 1.0. (Area Averaged) C-19 EEE Uncooled Rlg 43% Reactlon Annular Cascade T.E.
Platform Statlcs - 0.0. (Area Averaged) EEE Uncooled Rlg 43% Reactlon Annular Cascade C-20 Alrfoll Surface Statlcs 11% Span (Area Averaged) C-21 EEE Uncooled Rlg 43% Reactlon Annular Cascade Alrfoll Surface Statlcs 50% Span (Area Averaged) C-22 EEE Uncooled Rlg 43% Reactlon Annular Cascade Alrfoll Surface Statlcs 89% Span (Area Averaged) C-23 EEE Uncooled Rlg 43% Reactlon Annular Cascade Clrcumferentlal Instrumentatlon Locatlon TABLE C-1 DATA SU~lI'lJl.RY EEE RIG-70709-2 ANtlULAR CASCADE DATA SUtv'r~ARY *DESIGN POItJT STEADY STEADY STEADY STATE STATE STEADY TRAVERSE ()PERATIr~G STEADY DATASET JULIAN STATE TRAVERSE DATASET PT-IN TT-Hl oR NA~lE DAY TI~'E NAi-1E
POINT # SCAN t SCAN If PSIA
--
11)70 HR:tHN 1 648 20074701 as 22:111 067-995 270747012R 57.32 778.6 798 ?00836410S 29 21:39 883-9]1 27083(i412R ,7.42 796.3 1) 8 211 3* 2009756]OS 17:07 600-627 ?70975612R 57.3? 779.7 21) 4 366 20J 064910S 10:47 398-4?6 ?7J 0649] 2R 57.37 7R7.11 5 10 201204110S 75 ?O :15 1?- 47 271204112R S7.32 788.3 RAKE PR08E AREA WITED AREA HITED AREA AREA OplTG \.JITED TOTAL TOTAL VJ-MAHl WTED MID-SPAN ~lID-SPAN POINT LBM/S PT/PT MACH # r"ACH # PT/PT PT/PT PT/PT 1 22.n 0.703 0.0328 0.0100 0.7015 0.0281 0.OOCJ4 ? ?3.13 O.7Sr:; 0.0432 0.01?8 0.791 0.0363 0.01?7 3* 74.10 0.896 0.0538 0.0151 0.911 0.0456 O.0~60 O.oSf 4 ?4.28 O.066? 0.0200 0. 0 0.0571 0.0]79 1. ) 06 0.08h8 5 2/f.37 1.105 0.09110 0.0357 0.04?8
This Page Intentionally Left Blank
AREA AVG LOSS
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APPENDIX 0 - BUILD 3 ANNULAR CASCADE DATA
APPENDIX 0 - BUILD 3 ANNULAR CASCADE DATA Flgure Tltle EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade 0-1 Loss vs. Mach Number (Area Averaged) EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade 0-2 Loss vs. % Span (Area Averaged) EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade 0-3 Loss vs. % Span (Area Averaged) EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade 0-4 Loss vs. % Span (Area Averaged) EEE Uncooled Rig BUlld 1 Canted Vane Annular Cascade 0-5 Loss vs. % Span (Area Averaged) EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade 0-6 Mach Number vs. % Span (Area Averaged) EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade 0-7 EXlt Ps vs. % Span (Area Averaged) EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade 0-8 Exhaust Case 1.0. Statlc Pressures (Area Averaged) EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade 0-9 Exit Pt vs. % Span (Area Averaged) EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade 0-10 Design POlnt (Area Averaged) EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade 0-11 Oeslgn POlnt Inlet Total Pressure EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade 0-12 Design POlnt Inlet Temperature EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade 0-13 Average Alr Angle vs. % Span (Area Averaged) EEE Uncooled Rig BUlld 1 Canted Vane Annular Cascade 0-14 Mld-Channel Statlcs - 1.0. (Area Averaged) EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade 0-15 Mld-Channel Statlcs - 0.0. (Area Averaged) 0-16 EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade T.E. Platform Statlcs - 1.0. (Area Averaged) 0-17 EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade T.E. Platform Statlcs - 0.0. (Area Averaged) 0-18 EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade Alrfoll Surface Statlcs 11% Span (Area Averaged) 0-19 EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade Alrfoll Surface Statlcs 50% Span (Area Averaged) EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade 0-20 Alrfoll Surface Statlcs 89% Span (Area Averaged) 0-21 EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade Clrcumferential Instrumentatlon Locatlon TABLE 0-1 DATA SU~MARY EEE RIG-70709-3 ANNULAR CASCADE DATA SUr·1MARY *DESIGN POINT STEADY STEADY TRAVERSE STEADY STATE STATE STEADY OPERATING STEADY DATASET JULIAN STATE TRAVERSE DATASET PT-IN TT-IN oR NAME DAY TIME SCAN # NA~lE PSIA POINT If SCAN # HR: MIN 1 56f) 2007570l0V 65 07:46 568-596 2707'i7012V 57.51 777.4 200836410V 65 23:07 270836412V 57.47 784.3 2 967 969-997 3* 53 200985610V 59 07:07 3- 31 270985612V 57.37 773.2 201064910V Ofi:04 123-151 2710611912V 57.47 787.2 4 121 61 gOO 201204110V 20:19 271204112V 5 65 902-930 57.42 792.3 PROBE RAKE AREA AREA ~JITED AREA AREA ~JlTED OplTG WITED \~-MAIN W'TED TOTAL MID-SPAN TOTAL r~ID-SPAN POINT LBM/S MACH # PT/PT PT/PT ~~ACH # PT/PT PT/PT 1 23.29 0.7]0 0.0303 0.0135 0.712 0.0284 0.0127 2 24.08 0.793 0.0368 0.0167 0.0487 0.0203 0.9]1 0.0496 0.0177 *3 24.94 0.914 4 24.96 1.001 0.0623 0.0242 1.003 0.0588 0.02J3 24.q3 1.] 33 0.0744 0.0352
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VI % SPAN D-10 EEE Uncoo1ed Rlg BU11d 1 Canted Vane Annular Cascade Deslgn POlnt (Area Averaged) 116 000 (I) w a: :::l (I) 115 000 (I) 90 a DEG w a: Q.
140 a DEG 217 5 DEG 114 000 VALUE 116780 113 000 % SPAN 0-11 EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade Oeslgn Point Inlet Total Pressure .....
0\ o
327000 -:-~ ~: If :.~ I~.' -'4 ._ '1" ~r~r rr ri I r- - 0 450DEG ,~SPAN VALUE
.~ _ .41;'~ : ~ .. ~ ~ ~' ~tl -- -b-~t+- -' -i~-t=~ +x 1237 DEG ~ ~ :~~ ~ :~~: ~:: ;~~
, r", -;I. ,'~h~ I I t 1690 DEG I I I I 323000 ,,',, :,;':' 'f , -I·-,-trt~-'~f--I-M, :--_--0 2002DEG -'-,r-.-l'- .. - -+-r--4- ......... ...,...j ,~ ,1;~1 ~-~.'~ '-. '-Ir-, - t I I' 0 2437 DEG - - •• : :
'n i " , I ,I .- • Ii- - - I A 2690 DEG - '71-- H---t-..f-.+--+- --c-
• ~ I 1'" t - : 'n ~ .. f.1 - -, r -, :'-' L..l ..., I j.. . r - - "T i'I'" ' , ,oJ, ' , ..... 3112 DEG ," 1 '
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. +~~ ii~ ;rr'-: 'r~· ;- ri'~;" '! ,r., ~'--, - l .,:~: ~ 3565 DEG + [. --. ~ ,' •• -~., ,1' r.,.' ,", I, , , •• f- •.• •• . .~ _1.....- f-- _' 'I' . ," ' 'I, " 'i' ,II
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295000L-~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~--~~~~~~~~ 60000 80000 100000 20000 40000 % SPAN 0-12 EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade Deslgn POlnt Inlet Temperature 'J % SPAN 0\ 0-13 EEE Uncooled Rig Build 1 Canted Vane Annular Cascade Average Air Angle vs. % Span (Area Averaged) I t MACH NO I Itt
o 710
t ,-
10,
1 ~ .;. , $ I) - ~ i-
o 793
I I i ' ! _
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, , t ,
D. 1001
09' t ~ 1133 j - .1 j , - -l
o
,
Q
o 00
o
,0 ,-. l . , a 20 40 60 80 100 %x/bx 0-14 EEE Uncoo1ed Rig Build 1 Canted Vane Annular Cascade Mld-Channe1 Statics - 1.0. (Area Averaged) I 07 -l I- i I I l- .e:: CI) 0- l CI) 0- I .
...I W i Z
:2 -r
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-
~ o 20 80 100 40 60 SS PS %GAP 0-16 EEE Uncooled Rig Build 1 Canted Vane Annular Cascade T.E.
Platform Statics - 1.0. (Area Averaged) I- a.
CI)
---
a.
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Platform Statics - 0.0. (Area Averaged) I MACH NO
1 ! !I 0 710
I 'Ir i ."~r-- . 100 793
Ir:~~-·~-·· . - - - .1 •• , r 'J ' ---! .,~ l 914
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\ ..... '0 :::: ,i'11:;;:;1; :11::' ~;l)U
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o INLET PT RAKES
o INLET TT RAKES
o EXIT PT RAKES
6. EXIT PT. AA WEDGE PROBES
o T E PLATFORM STATICS
o SURFACE STATICS
o MID-CHANNEL STATICS
o CAVITY STATICS
25°
/
234° 1434 \.
~
140° 0-21 EEE Uncooled Rlg BUlld 1 Canted Vane Annular Cascade Clrcumferentlal Instrumentatlon Locatlon
This Page Intentionally Left Blank
APPENDIX E - BUILD 1 ROTATING RIG DATA
APPENDIX E - BUILD 1 ROTATING RIG DATA
Title
Figure
EEE Uncooled Rlg 36% Reactlon Rotatlng Rlg
E-l
Efficiency vs. Pressure Ratlo (Area Averaged)
EEE Uncooled Rlg 36% Reactlon Rotatlng Rlg
E-2
Efflciency vs. Speed Parameter (Area Averaged)
EEE Uncooled Rlg 36% Reaction Rotatlng Rlg
E-3
Efflclency vs. Mean Veloclty Ratlo (Area Averaged)
EEE Uncooled Rig 36% Reactlon Rotating Rlg Reaction
E-4
vs. Pressure Ratlo
EEE Uncooled Rlg 36% Reactlon Rotatlng Rlg Inlet
E-5
Temperature vs. Span
EEE Uncooled Rlg 36% Reactlon Rotating Rlg Inlet
E-6
Pressure vs. Span
EEE Uncooled Rlg 36% Reactlon Rotatlng Rlg Inlet
E-7
Temperture Contours
EEE Uncooled Rlg 36% Reactlon Rotating Rlg EXlt
E-8
Temperture vs. Span
EEE Uncooled Rlg 36% Reactlon Rotatlng Rig EXlt
E-9
Pressures vs. Span
EEE Uncooled Rlg 36% Reactlon Rotatlng Rlg Area
E-lO
Averaged Spanwlse Efflclency
EEE Uncooled Rlg 36% Reactlon Rotatlng Rlg EXlt Alr
E-11
at Circ. = 155.2 degrees
Angle vs. % Span
36% Reactlon Rotatlng Rlg EXlt Alr
E-12 EEE Uncooled Rig
Angle vs. % Span at N sq. rt. T = 350
EEE Uncooled Rlg 36% Reactlon Rotatlng Rlg EXlt Air
E-13
Angle vs. % Span at N sq. rt. T = 350
EEE Uncooled Rlg 36% Reactlon Rotatlng Rlg EXlt Air
E-14
Angle vs. % Span at N sq. rt. T = 280
E-15 EEE Uncooled Rlg 36% Reactlon Rotatlng Rlg 11% Span
Vane Surface Statlcs
E-16 EEE Uncoo1ed Rlg 36% Reactlon Rotatlng Rlg 50% Span
Vane Surface Statics
E-17 EEE Uncoo1ed Rlg 36% Reactlon Rotating Rig 89% Span
Vane Surface Statlcs
E-18 EEE Uncoo1ed Rlg 36% Reactlon Rotatlng Rlg Mld Gap
0.0. Statlcs vs. % x/bx
E-19 EEE Uncoo1ed Rlg 36% Reactlon Rotatlng Rlg Mld
GaPO.D. Statlcs vs. % x/bx
E-20 EEE Uncooled Rlg 36% Reactlon Rotatlng Rlg 1.0. Platfo
rm Ps vs. % Gap
E-21
EEE Uncoo1ed Rlg 36% Reactlon Rotatlng Rlg 0.0. P1atfo
rm Ps vs. % Gap
E-22 EEE Uncooled Rlg 36% Reactlon Rotatlng Rlg Vane EXlt C
av vs. % Span
E-23 EEE Uncoo1ed Rlg 36% Reactlon Rotatlng Rlg Vane Blade
EXlt Cavlty Statlc vs. % Span
TA8LE E-1 DATA SUl~MARY EEE RIG-70709-1 ROTATING RIG DATA SUNr1ARY *DESIGN POINT COR- STEADY STEADY STEADY RECT- STATE STATE STATE STEADY TRAVERSE TRAVERSE PT % PRES- AVG. ED WMAIN SCAN DATA SET JULIAN STATE SCAN DATA SET IN TT IN N N/ SURE AREA LBM/ WCOOL WCOOL REAC- VR CLR AREA oR N2,s NAME N7 NAME PSIA DAY TIME
RP~' SEC LBM/SEC ~ TION MEAN !rIu RATIO WGT'D
INCHES WGT'D .;..;;...;....::....-- -"-'--"-- HR:mN: 1978 SEC 134 603503520 310 16.16'48 136 164 873503524N 57.43 769.93 9801. 23.45 0.2845 0.5959 353.2 3.531 90.40 0.0136 90.31 603504120 293 12'40:16 313 341 873504124N 57.48 770.26 9737 23.45 *101 0.3290 0.5631 350.8 4.184 90.19 0.0131 90.06 276 603504620 299 22:54'25 279 307 873504624N 57.31 778.44 9814 23.26 0.3606 0.5487 351.7 4.707 89.36 0.0131 89.23 419 603505020 300 6:41:45 421 449 873505024N 57.53 772.74 9709 23.43 0.3792 0.5371 349.3 5.179 88.17 0.0141 88.12 603505520 300 17:37:36 564 592 873505524N 57.37 782.02 7818 23.25 562 0.4000 0.5308 351.1 5.773 86.86 0.0141 86.81 603444120 307 8:09:49 26 54 873444124N 57.24 766.64 9819 23.40 0.3308 0.5656 354.6 4.178 90.15 0.0131 90.02 * 24 603414120 774 307 17'50'04 278 306 873414174N 57.39 775.83 9733 23.31 0.090 0.386 0.5623 349.4 4.208 89.77 0.0156 89.84 330 603424120 307 20:15'45 335 363 873424124N 57.37 772.03 9754 23.37 0.180 0.770 0.5642 351.1 4.209 89.60 0.0166 89.75 165 603434120 307 13:19:34 182 210 873434124N 57.45 775.96 ~'8l? 23.34 0.277 1.189 0.5675 352.2 2.239 88.93 0.0181 89.20 746 602804120 306 14:21'45 748 776 872804124N 57.31 772.54 7880 23.37 0.3412 0.4699 283.5 4.010 86.86 0.0191 87.21 888 602804620 306 20:28'48 890 918 872804624N 57.44 772.48 7779 23.42 0.3779 0.4530 279.9 4.514 85.24 0.191 85.59 316 603503020 311 0:28:43 318 346 873503074N 57.38 771.45 9804 23.38 0.2404 0.6317 352.9 2.959 91.20 352 603502320 311 1:49:03 3~4 382 873502524N 57.57 771.24 9750 23.38 0.2167 0.6783 351.1 2.574 87.87 0.0116 87.63 388 607452920 3:59:39 390 418 872452920N 57.50 768.20 6873 23.50 311 0.2472 0.4704 248.0 2.919 81.19 0.0206 81.66
This Page Intentionally Left Blank
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PRESSURE RATIO
E-l
EEE Uncooled Rig 36% Reaction Rotatlng Rlg Efflciency vs.
Pressure Ratlo (Area Averaged)
f '. ,r', I , I f- ' !
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D
770 41 1 189 41 PREDICTED 280 290 300 310 320 330 350 360 370 N/VT-r
E-2 EEE Uncooled Rig 36% Reactlon Rotating Rig Efflclency vs. Speed
Parameter (Area Averaged)
"
I ,1 I I' Iii I I I I I I 'I; ~ I" . 1·':' . t ~1
.i .- ..
I , t--' J~ ~ I r." I ll!S - -1 : _;- ~l
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770 041 1 189
80 ~ ~&::~-~.::::: ::$~: ':--. L:" t - <t:' '- J --o~..; .(
o 40 0 42 0 44 0 46 0 48 0 50 052 054 056 058 060 VR MEAN
E-3 EEE Uncooled Rlg 36% Reaction Rotating Rig Efficlency vs. Mean
Velocity Ratio (Area Averaged)
- -...l
..:
036! t _ ------t' -: --1.1 -- j.-~--~--' 1~' t IV ~r-~~E-+-' --~-; -i--~+---+-+-t--+l_-.+-
- ~; I l I 'i !, I' I I,' I z o I- c.J <t w a:: 032, J I ! .1', -- 1,--'-'_ '--J. I I : ,'j t, I II
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I ~.. .. I .. ~J._ .. _L._ L.L.J{~-t-+'-+-+- !4-4--t-~i +--It----:r-i-t-:-f" i-I-rt-:-~±l'='::!::::=-±:-;:::-i:::::;:;:
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o 30 ~ .. 1 I It.. . I' I _ Itt I I t 1. , .- 0
J.!:._~;-;1-4f._- "':I--+--+J--:+-+: -+--+-1 --t - .. _. II : Ii. til . 1 _ ." -: 350
::: . -.! i ! I t _:..J!_-+_f -+.~:r--t......J--i"-+---rt ---r-"~ :'j ... }. _ 0 280
028J.;a;;:'.:I-=·;~'~~~-.1J-_--+--~j-+-+-!f-1Ir--+; E -r 1 ',I _I 1. I I. I ::,1 -, i-L.f':':!tt:r:- ..
20 25 30 35 40 45 50 55 60 PRESSURE RATIO E-4 EEE Uncooled Rlg 36% Reactlon Rotating Rig Reaction vs.
Pressure Ratio
'.
.., 10/23/78 21 06 35 AVERAGE - 310 523 DELETED POINTS
o 45 a DEG CIRC SPAN VALUE
+ 90 a DEG 200 2 67 09 367 160
, 326 000 X 1237 DEG I I I·; .1
-! 0 169 a DEG I '- ~ - : ~ 1
322 000
,~:~~~:~ t-1::~~1
I .; : 1 ,,' ' J~2690DEG, i'-)~"t-:1 318 000
I I : X 356 5 DEG - 1 -I
- -, 1 " I, 1---:"- l_;
1 :' ',: l-J
u: 314 000
I 1 " : I I I I I
: .-~-=:-=- __ !- ~--=--_-:~--""-~ I' -- ______ ~ I _I
d w I ..- __ ·0 ~ _ --~-~-=:::::::= .. --_ ~ ----. I C
_--------=--t<-===-~ .::=:--'--~.:::- -~)~-~ I
310 000
L-~~""~--=---=-. -= ~-.;- ---=:;=-~-:--~~=-=--- ,-I
CI) c..
~ I, I I ,t I - -~ w I " I I:' I I- 306 000
1 t--- I ---1
I-
1 i I I I
w 1 :, I ...J I 1- ,--- '--: -, 302 000
1- -; -.- I .- f --I
1 I I I ,I -I --, 298 000
-j - 1- .. i--I
294 000
-I !. I .-+ ~I
290000L--L~~~~~~ __ ~ _____ L' __ LI~'~~~ __ L- ___ -·Jl_-_·J·t_-_-~~· __ jL·_-J~
a a 20 001) 40 000 60 000 80 000 100 000 PERCENT SPAN
E-5
EEE Uncooled Rlg 36% Reactlon Rotatlng Rlg Inlet Temperature
vs. Span
.....
o 1400DEG " 2175DEG 3112DEG 116000 w a: :J en en w a: c..
I- w ..J Z 60000 80000 20000 PERCENT SPAN E-6 EEE Uncooled Rlg 36% Reactlon Rotatlng Rlg Inlet Pressure vs.
Span
", DATA - 6035041200 N/.JT = 350 6 3565 DEG STATION NUMBER 5 PR = 4 096 STATION 05 INLET CURVE CURVE LABEL VALUE 12 30700000 30800000 14 30900000 15 31000000 16 311 00000 31200000 900 DEG 1690 DEG .-
E-7 EEE Uncooled Rlg 36% Reactlon Rotatlng Rlg Inlet Temperture
Contours
- 00
N N/.JT PR N/.JT PR
*NO 'S ARE % COOLING 0 353 353 39* D 349 421
115 ~=1'==-t"=tt='1===r==t========t====t==~ 0 351 4 18 77 * 0 351 4 21 =;=i :;:=:;:;: f-- .-- .• -. [ - ' L. -! _.- 0 351 471 1.19* 0 352 424 -+- L.+.~.
, ;!. I I .1 t ;
'i , 6 349 5 18 0 283 401 t 1 ' !
.. ~,t:) --~.. ~.- 1-- I . t -..... ~ 351 577. ___ • _0 279 4 51 1j~':- -I
105 r i ._ 'l ._. _ i-- ._. ! _ 11 __ I .i .... ~~__ J"J. .:"1 _ _ __. ~V7Jt'
I:-+:~ . 1 'I ~ ~ 1'V ...... hI:\! ! -.wr-::;; j
% SPAN E-8 EEE Uncooled Rig 36% Reaction Rotatlng Rig Exit Temperture vs.
Span
1 ~ I 1 PR ....r'\. I *I\IO'S ARE % COOLING N/.jT ,
. i ..rr~' "I
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Span
.- ~ N/.Jf PR % SPAN
E-10 EEE Uncooled Rig 36% Reaction Rotatlng Rlg Area Averaged
Spanwise Efficiency
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- 00
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EEE Uncooled Rig 36% Reaction Rotating Rig Exit Air Angle vs. %
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E-12 EEE Uncooled Rig 36% Reaction Rotatlng Rig EXlt Alr Angle vs. %
Span at N sq. rt. T = 350
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......:I
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E-14 EEE Uncooled Rlg 36% Reaction Rotating Rig Exit Air Angle vs. %
Span at N sq. rt. T = 280
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E-15 EEE Uncoo1ed Rig 36% Reaction Rotating Rig 11% Span Vane
Surface Statics
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Surface Statics
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Surface Statics
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vs. % x/bx
PR N/..jT
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Gap
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E-22 EEE Uncooled Rig 36% Reactlon Rotatlng Rig Vane Exit Cav vs. %
Span
-------- --- - -
I , I j PR 30 II:L._-;-- 350 35
0 350 41
350 46
6 350
~ 350
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26\
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E-23 EEE Uncooled Rig 36% Reaction Rotating Rig Vane Blade Exit
Cavity Static vs. % Span
This Page Intentionally Left Blank
APPENDIX F - BUILD 2 ROTATING RIG DATA
APPENDIX F - BUILD 2 ROTATING RIG DATA
Title
Flgure
EEE Uncooled Rlg 43% Reaction Rotating Rlg
F-l
Efflciency vs. Pressure Ratlo (Area Averaged)
EEE Uncooled Rig 43% Reaction Rotating Rig
F-2
Efflclency vs. Speed Parameter (Area Averaged)
EEE Uncooled Rlg 43% Reactlon Rotatlng Rig
F-3
Efflclency vs. Mean Veloclty Ratio (Area Averaged)
EEE Uncooled Rig 43% Reaction Rotating Rlg Reaction
F-4
vs. Pressure Ratlo (Area Averaged)
EEE Uncooled Rlg 43% Reaction Rotatlng Rig Inlet
F-5
Temperature vs. Span (Area Averaged)
EEE Uncooled Rlg 43% Reaction Rotatlng Rig Inlet
F-6
Pressure vs. Span (Area Averaged)
F-7 EEE Uncooled Rlg 43% Reactlon Rotating Rig Inlet
Temperature Contours
EEE Uncooled Rlg 43% Reaction Rotating Rig EXlt
F-8
Temperature vs. Span
EEE Uncooled Rlg 43% Reactlon Rotating Rig EXlt
F-9
Temperature vs. Span
F-10 EEE Uncooled Rig 43% Reaction Rotating Rlg EXlt
Pressure vs. Span
EEE Uncooled Rig 43% Reaction Rotating Rig Spanwise
F-ll
Efficiency (Area Averaged)
F-12 EEE Uncooled Rlg 43% Reaction Rotating Rlg Spanwlse
Efficlency (Area Averaged)
EEE Uncooled Rig 43% Reaction Rotating Rig EXlt Air
F-13
Angle vs. % Span at Circ. = 91.6 degrees
F-14 EEE Uncooled Rlg 43% Reaction Rotatlng Rlg EXlt Alr
Angle vs. % Span at N/sq.rt. T = 350
EEE Uncooled Rlg 43% Reaction Rotatlng Rlg EXlt Alr
F-15
Angle vs. % Span at N/sq.rt. T = 375
EEE Uncoole8 q1g 43% React10n Kotat 1 ng R1g
F-lb Vane
Surface Statlcs - 11% Span
F-17 EEE Uncooled ~lg 43% Reactlon Kotat1ng Rlg Vane
Surface Statlcs - 50% Span
F-18
EEE Uncooled Rlg 43% React10n Kotatlng R1g Vane
Surface Statlcs - 8~% Span
F- b EEE uncooled K1g 43% Reactlon Rotatlng Klg rvj10
Go.p
0.0. Stat1cs VS. % x/Of..
•
F-20 EEE Uncoo 1 ed t-<lg 43% React10n Rotat1ng
R1g r~l d Gap
0.0. Stdt1CS VS. % x/tJx
F-2l EEE Uncoolea R1g 43% React10n Rotatlng K1g 1. D.
Platform Ps VS.
% Gap
F-22
EEE Uncooleo Klg 4310 Reactlon Rotat1ng K1g 0.0.
Platform Ps vs. % Gap
F-23 EEE Uncooleo Klg 43% Reactlon Kotatlng Rlg
Vane EXlt
Cavlty vs. Span
%
F-24 EEE Uncooled R1g ~3% Reactlon Rotat1ng R1g
Blade
EXlt CavHy vs. % Span
F-2~
EEE Uncooled K1g 43% Reactlon Rotat1ng Klg
Clrcumter2nt1al Instrumentat10n Locatlon
TABLE F-1 EEE RIG-70709-7 ROTATING RIG DATA SUnr~ARY *DE,)IGN POINT STEADY STEADY STEADY STATE STATE STEAOY TRAVERSE OPER'ITING 'iTfADY DATASET JULIAN STATE TRAVER'iE DATA,)ET PT-III TT -IN N oR POINT f SCAN F NAI'1E DAY TWE SCAN t NAI-lE PSIA RPn 78-7fJ HR MIN <;]1-519 a7flQ *<;5 473 60355il120Q 4 17.16 8735<;4I2ilP 54.47 776.1 3'1 fi03'i04fi70Q 04'40 87350ilfi2ilP 772.8 9703 7 3'i5 36- fi5 57.51 3 177 601505020Q 355 12'02 179-206 87350502ilP 57.il7 7112.8 9798 4 376 fi03'i0'i<;20Q 31)5 70 54 328-35'i 87150r,r,7"Q 57.112 779.1 9796 5 410 603503520Q 11 13 51 il12-440 873'i03'i?4P 57A2 791.5 98iJ6 6028141?OQ 07 07 437 -4(iil 117281ilI2tlQ 781 il 78il2 10 il35 356 57.51 or; 'i38 60?fJ04620Q 356 78 <;40-568 8728045e11P 57.51 780 1 7110(j 8737'i1l]2ilP <;7 'i6 13 514 6037511120Q 11 21 25 516-'iil3 715.e 10003 za] 'i7 603574]70Q 10 OIt'ilZ 793-370 R73r,Zil]?4P 57.61 7"0.3 9807 3<;6 01103 53 635 60353il120Q 11 31 637-fi611 R7353il1211Q 57 'il 779.3 OV AVe; C(1RRECTEO OP'TG H-MI\IN H-COOL WCOOL VP N rRES AREA CLR. AREA LBM/S ~n1I\IN REACTION I1EAN TT -IN RATIO WEIGHTED HlCHES WEIGHTED POINT LBI1!S (~ ) (%) (%) 3'i1.4 il ]2 qo fi2 0.0]45 *55 21 94 o 3799 0.5672 90 60 2 C3% 0.11078 0.5517 351 '1 4 fi9 119 44 O.OH5 89 47 O.II??] o 'iill] 348 9 5 O'i 118.57 88.43 1 ?3 110 o 0135 4 0.4381 0.5354 35].0 5.65 86.80 0.0]1<; llfi.71 23.81 <; 23 fi7 0.342] 0.920 3<;0 0 1 5'i 00.32 o 013<; 90.23 0.38<;0 10 23.90 o 4640 280 'i il 03 Rn.fill 0.0705 87 14 73.9<; 0.il507 279 4 4.(,0 84.95 11 0.4155 lltl.49 0.Oe05 00 87 00 67 13 24. '13 0.3716 o fi039 374.1 4.08 0.0115 52 73.73 0.17il 0.733 0.5654 384 8 il .12 P'1.96 0.0165 90.10 <;3 Cl pq (,4 ?1.8'i o 7ao 1. 7'iil 0.5fi 3 3<;] 7 il.12 o (JIgS 9lJ. 07
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EEE Uncooled Rig 43% Reaction Rotating Rig Efflciency vs. Mean
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Velocity Ratlo (Area Averaged)
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Pressure Ratio (Area Averaged)
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EEE Uncooled Rig 43% Reaction Rotatlng Rig Inlet Temperature
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Span (Area Averaged)
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F-7 EEE Uncooled Rig 43% Reaction Rotating Rig Inlet Temperature
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Span
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F-9 EEE Uncooled Rig 43% Reactlon Rotating Rig Exit Temperature vs.
Span
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(Area Averaged)
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Span at eire. = 91.6 degrees
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«
0:: <i: 40 60 70 80 90 100 o 10 20 30 50 % SPAN
F-15
EEE Uncooled Rig 43% Reaction Rotating Rlg Exit Air Angle vs. %
Span at N/sq.rt. T = 375
PR N/VT ~J j I ;. ·t .. ·· .. · .. ·t .. _.-.
o 350
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I
6. 375
r\ ~ -'1 -i ' :'<...vr~l ..... t\c1~" 41
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F-16 EEE Uncoo1ed Rig 43% Reaction Rotating Rig Vane Surface Statics
- 11% Span
N/.JT PR
o 350 41
o 280 41
6. 375
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o 20 40 60 80 100 %x/bx
F-17 EEE Uncooled Rig 43% Reaction Rotating Rig Vane Surface Statics
- 50% Span
'I" I : • .,
. " " l .:< I"
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F-18 EEE Uncooled Rig 43% Reaction Rotating Rig Vane Surface Statics
- 89% Span
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F-19 EEE Uncooled Rlg 43% Reaction Rotating Rig Mid Gap 0.0. Statics
vs. % x/bx
I- w ..J :2 I- ~ ~ o 20 40 60 80 100 %x/bx
F-20 EEE Uncooled Rig 43% Reactlon Rotating Rig Mid Gap 0.0. Statlcs
vs. % x/bx
I- w 04 ...J 2: l- e..
-
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40 60 80 100 N N W %GAP F-2l EEE Uncooled Rlg 43% Reaction Rotating Rig 1.0. Platform Ps vs.
% Gap
, ; ; ..
--!--.I---, I- W -J o 20 40 60 80 100 -1'5 %GAP F-22 EEE Uncooled Rig 43% Reaction Rotating Rig 0.0. Platform Ps vs.
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I.!. : iT, I,;; ~ .. : Fi:...j t:: 11:: h~ II o 10 20 30 40 50 60 70 80 100 % SPAN
F-23
EEE Uncooled Rig 43% Reaction Rotating Rig Vane Exit Cavity vs.
% Span
, en 0-
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t:
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w w c <C ...J CIl PR N/F 3514 412 3519 469 3489 505 3510 565 3500 355 2805 403 3741 408 % SPAN
F-24 EEE Uncooled Rig 43% Reaction Rotating Rig Blade Exit Cavity
vs. % Span
o EXIT TT RAKES
~ CONCENTRIC PT. TT
o T E PLATFORM STATICS - VANE
o INLETPT
o INLETTT
o EXIT PT RAKES
~ EXIT WEDGE PROBES
o SURFACESTATICS-VANE
o MID-CHANNELSTATICS-VANE
VIEW LOOKING UPSTREAM
F-25 EEE Uncooled Rig 43% Reaction Rotatlng Rlg Clrcumferential
Instrumentation Location
This Page Intentionally left Blank
NASA Headquarters NASA Headquarters NASA Headquarters NASA Headquarters 600 Independence Ave , S W 600 Independence Ave , S W 600 Independence Ave , S W 600 Independence Avenue I SW WashIngton, rx; 20546 WashIngton, rx; 20546 WashIngton, rx; 20546 WashIngton, rx; 20546 Attn RTP-6 R S Colladay Attn RJP-2 D J Pbferl (2 Cop) Attn RTM-6/L HarrIs Attn LIbrary NASA-Lew.lS Research Center NASA-LewlS Research Center NASA-Lew.lS Research NASA-LewIS Research 21000 Brookpark Road 21000 Brookpark Road 21000 Brookpark Road 21000 Brookpark Road Cleveland, OH 44135 Cleveland, OH 44135 Cleveland, OH 44135 Cleveland, OH 44135 Attn D L Nored, MS 301-2 Attn J W Schaefer, MS 301-4 C C Clepluch, MS 301-4 (20 cop) Attn L E MaCIoce, MS 301-4 NASA-Lew.lS Research Center NASA-LewlS Research Center NASA-Lewis Research Center NASA-Lewis Research Center 21000 Brookpark Roacl 21000 Brookpark Road 21000 Brookpark Road 21000 Brookpark Road Cleveland, OH 44135 Cleveland, OH 44135 Cleveland, OH 44135 Cleveland, OH 44135 Report Control OffIce MS 5-5 Attn M J Hartmann MS 5-3 Attn W L Stewart, MS 3-5 LIbrary, MS 60-3 (2 copies) NASA-Lew.ls Research Center NASA-Lewis Research Center NASA-Lew.lS Research Center NASA-Lew.lS Research Center 21000 Brookpark Road 21000 Brookpark Road 21000 Brookpark Road 21000 Brookpark Roacl Cl eve land, OH 4413 5 Cleveland, OH 44135 Cleveland, OH 44135 Cleveland, OH 44135 Attn R W. Schroeder, MS 500-207 Attn N T Saunders Attn R A. Rudey, MS 60-4 Attn M A Berel1ll, MS 86-1 NASA-Lew.lS Research Center NASA-Lewis Research Center NASA-Lewis Research Center NASA-Lew.lS Research Center 21000 Brookpark Road 21000 Brookpark Road 21000 Brookpark Road 21000 Brookpark Road Cleveland, OH 44135 Cleveland, OH 44135 Cleveland, OH 44135 Cleveland, OH 44135 Tech UtIlIzatIon Off , MS 3-19 AFS; Llasion OffIce MS 501-3 Attn R J Weber MS 500-127 Attn T P. Moffitt, MS 77-2 NASA-Lewis Research Center NASA-Lewis Research Center NASA-Lewis Research Center NASA-Lewis Research Center 21000 Brookpark Road 21000 Brookpark Road 21000 Brookpark Road 21000 Brookpark Road Cleveland, OH 44135 Cleveland, OH 44135 Cleveland, OH 44135 Clevelancl, OH 44135 Attn A J Glassman, MS 77-2 Attn W M BraithwaIte, MS 60-6 Attn D C MIkkelson, MS 86-1 Attn K E Skeels, MS 500-305 NASA-Lewis Research Center NASA-Lew.ls Research Center NASA-LewIS Research Center NASA-Lewis Research Center 21000 Brookpark Road 21000 Brookpark Road 21000 Brookpark Road 21000 Brookpark Road Cleveland, OH 44135 Cleveland, OH 44135 Cleveland, OH 44135 Cleveland, OH 44135 Attn L ReId, MS 5-9 Attn R W. Graham, MS 77-2 Attn J 0 VanVleet, MS 21-4 Attn Army R&T Prop Lab, MS 106-2 NASA Ames Research Center NASA Dryden Plight Research Ctr NASA SClen and Tech Inf Fac.
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