J l.

J cc :;z 2 ,g 2 s

6 COPY RM L54Ilf

RESEARCH MEMORANDUM
COMPARISON
: -:

OF LOW-SPEED NACA

ROTOR

AND CASCADE

PERFORMANCE

FOR

II

MEDIUM-CAMBER SECTIONS BLADE

65- (C20Al$

10 COMPRESSOR-BLADE OF ROTOR

5 :i-

OVER A WIDE ANGLES

RANGE

tJ\

-SETTING

AT SOLIDITIES

JI, I. he ; .i I. .A :il -1-. ,, I / I ,, / <,j . .:. 4 3;: :< .; ,I/ :,,;, **q \ x; ... G.

. , .>< ? G I L..

OF 1.0 AND 0.5 By George Langley C. Ashby, Jr.

Aeronautical Langley Field,

Laboratory Va.

c-

wcmNT
*

This materlal cc.nt.ds Information affecting the NaUonal Defense of the United States within the meaning or the esp1onaga laws, nth IS, U.S.C., sets. 783 and 734, the transmission or rev&tIon of which In any manner to an umAhr%zed pereon iti prohibited tq law.

NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

WASHINGTON
December 27, 1954

NACA RM L54115 NATIONAL ADVISORY CCMMITTEE FOR AERONAUTICS RESEARCHMEMORANDUM

C!Q@ARISON OF DOW-SPEED RUI'OR AND CASCADE PERFORMANCEFOR MEDIUM-CAMBER NACA 65-(c~,n,,)10 CCMXJZSSOR-BLADE

SECI'IONS OVER A WIDE RANGE OF RUTOR BLADE-SETTING ANGLE33AT SOLIDITIES OF 1.0 AND 0.5 By George C. Ashby, Jr.

SUMMARY
-

A medium-csmber compressor rotor having NACA 65-(C~,AlO)lO blades The tests were made at was tested in a low-speed 28-inch test blower. solidities of 1.0 and 0.5 without guide vanes or stators over a wide range of blade-setting angles and quantity flow rates. The measured overall and blade-element performance was compared with the performance estimated from cascade data to extend the correlation of cascade and compressor-rotor data over a broad range of blade-setting angles. As a result of this investigation, the rotor turning angles were generally found to be lo to 2$' higher than the cascade in the region of the annulus free of wall boundary-layer effects. Estimates of efficiency at the design angle of attack using lift-drag ratios from cascade data were found to agree very well with measured values except in the hub and tip regions influenced by wall boundary-layer effects. The rotor operated with an efficiency greater than 85 percent at both solidities over a wide range of angles of attack for all blade-setting angles. IRTRODUCTION Two-dimensional cascade data obtained in a porous-wall test facility are extensively used in the design of axial-flow compressors. Since the flow in axial-flow compressors is three-dimensional, a correlation between cascade and compressor-rotor data is required. Pressure distributions

1.

NACA RM L5'+113

and turning angles measured for a rotor have been shown in reference 1 to be similar to those measured in.cascade at the design angle of attack. Reference 2 indicates that rotor performance data can be estimated accurately from cascade data for a wide variety of conditions. The purpose of the present investigation is to further the establishment of a correlation between low-speed cascade and compressor-rotor data over a wide range of blade-setting angles. A rotor having medium-camber NACA 65-series airfoil sections,was tested without guide vanes or stators over a wide range of blade-setting angles in a low-speed 28-inch test blower. Measured overall and bladeelement performance values were compared with values estimated by using two-dimensional porous-wall cascade data. To facilitate this work, the rotor was designed with constant solidity along the radius. SYMROLS isolated diameter, mass flow, rotor static P & U V a P 5 q 8 total quantity rotor-blade airspeed angle air speed, airfoil ft slugs/set rps lb/ft lb/ft2 of air, velocity, respective of attack angle relative angle, to ft3/sec ft/sec stationary to blade casing, chord, from ft/sec deg axis, chord deg and rotor 2 design lift coefficient

QO

D M n

pressure, pressure, flow

relative

to blade, angle

measured between

blade-setting axis, deg adiabatic air turning

blade

efficiency, angle, deg

percent

NACA RM L54115 P u a
T5

t density, slugs/ft3 blade flow chord coefficient, divided by blade Q/nDt3 p2 - p1 12 pt P2 - Pl 2 gut gap

air

solidity, quantity

static-pressure-rise

coefficient,

*T Subscripts: 1 2 a d m t

total-pressure-rise

coefficient,

upstream downstream axial design

of blade of blade

row row

direction condition section

mean-radius tip section

RCPOR DESIGN AND TEST PROGRAM The rotor blades were designed so that the exit tangential velocity was inversely proportionalto the radius (free-vortex condition) and had medium-camber NACA 65-(CloAIG)10 airfoil sections. The blade chord was The following varied along the blade span to provide constant solidity. table presents the design details:

-..

~^. __ 7-

-. -NACA section adJ deg ed, deg ed, deg

Station Hub Mean Tip

1 65(17A10)10 165(12AlG)lO 1 65(805A10)10

16.0 12.5
10.0

26.0 18.8 13.8

32.9 40.0 45.6

NACA RM L54113

A photograph of the rotor is presented as figure 1. The rotor was tested at low speed in the 28-inch test blower described in reference 2. Downstream radial surveys of flow direction and static and total pressure were made with prism probes of the type described in reference 3. Prior radial upstream surveys were made with a to. these downstream surveys, similar probe to check the inlet flow distribution. These upstream surveys w,ere used in conjunction with the downstream surveys in the final The solidity was changed by varying calculations of rotor performance. For solidities of 1.0 and 0.5, 26 and 13 blades the number of blades. The tests were made over a range of flow coefwere used, respectively. ficients from wide open throttle to surge at each of several bladesetting angles at solidities of 1.0 and 0.5. The blade-setting angles based on mean radius conditions were kd + 17.5', bd, kd + 7.5', 0 = 1.0. The same settings, excluding k.d - 7-5, and kd - 15O for condition, were tested at u = 0.5. The value of bd the &d - 15' u = 1.0. The blade for Q = 0.5 w&s 44.3O compared with 40.0 for attachment was such that from 19 percent of chord to 76 percent there was no hub clearance because the hub shank, which was 1.5 inches in At the highest blade-setting diameter, was integral with the blade. angle the hub clearance at the leading edge was 0.048 inch and decreased to 0.020 inch near the leading-edge side of the shank; whereas the trailing-edge clearance was 0.030 inch and decreased to 0.015 inch near These clearances decrease with the trailing-edge side of the shank. decreasing setting angle and were very small at design setting angles Test Reynolds numbers, based on mean-radius chord, ranged and below. The rotor speed was 2,000 r-pm from approximately 300,000 to 550,000. u = 1.0 condition. for all configurations except the &d - 15', this configuration was tested at 1,600 r-pm. Because of power limitations, The measured flow angles are considered to be accurate to fl/2'. The testing speed was held within 25 rpm by using a tachometer and stroboThe variation between mass flow obtained from upstream and downscope. stream measurements for all the tests presented herein is indicated in between mass-flow measurements made figure 2. The maximum difference upstream and downstream of the rotor is almost always less than 4 perAll flow is approximately 1 percent. cent, and the average difference coefficients were obtained from the upstream measurements which are On the basis of these testing accuracies, it is believed to be correct. believed that efficiencies and pressure-rise coefficients are accurate to within f2 to f3 percent.

NACA RM L54115 RESULTS AND DISCUSSION Overall Rotor Performance

Rfficiency and-pressure-rise coefficients.Measured adiabatic efficiency and pressure-rise coefficients were obtained by mass weighting the results obtained from the surveys. They are plotted against flow coefficient for all blade-setting angles at both solidities in figures 3 Pressure-rise coefficients at the design blade-setting angle, and 4. estimated by using cascade data, are also presented. The flagged test points indicate that the rotor was operating with an audible rumble which is considered to result from partial-span rotating stall, that is, a stall region covering part of the span which rotates in the same direction as the rotor at a speed anywhere from 25 to 85 percent of the rotor Partial-span rotating stall usually results in a continuous drop speed. in efficiency and pressure-rise coefficient with decreasing flow coefficient as indicated for the &d - 15' blade setting at u = 1.0 and the at u = 0.5. (See refs. 4 and 5.) Sd - 7.5O blade setting High efficiency was obtained over a wide range of quantity flow coefficients at each blade-setting angle. Maximum efficiencies of approximately 0.95 were obtained for all blade-setting-angle and solidity For u = 1.0, the efficiency is 0.85 or greater for flowconditions. coefficient ranges of 0.17, 0.52, 0.46, 0.54, and 0.55 as the bladesetting angle decreased from &d + 17.5' t0 & - 15O. These flowcoefficient ranges correspond to ranges of angle of attack of approximately loo, 16O, lg", 20, and 1-6 respectively. ~ At u = 0.5, the ranges of flow coefficient for efficiencies of 0.85 or greater were 0.23, 0.31, 0.35, and 0.52 as the blade-setting angle decreased from kd + 17.5 with corresponding angle-of-attack ranges of 13O, 15O, 16O, to kd - 7*5O and 12O. Hence, for the same design inlet-angle conditions, the lower solidity exhibited a smaller angle-of-attack operating range for all inlet angles except the highest, which corresponds to kd + 17.5 setting angles. At this that rotor stall as a result, the associated with condition, the design loading at u = 1.0 was so high occurred very close to the design angle of attack and, angle-of-attack range at u = 1.0 was less than that u = 0.5.

The estimated pressure-rise coefficients at the design blade-setting angle were calculated by assuming no losses; therefore, they would normally be higher than measured values. However, the turning angles obtained in the rotor tests were higher than the cascade-estimated values (to be discussed later) and evidently compensate for the exclusion of losses since good agreement was obtained. This agreement substantiates the same result reported in reference 2.

NACA RM L54113

Comparison of overall efficiency range with that of rotor of reported in reference 2 was similar to the reference 2.- Since the rotor it was decided to compare the range of high efficiencies subject rotor, of the two. The following table presents the major design parameters of the two rotors:
i

@ldy deg Rotor

de
I

QO

Mean ITip
I I

Hub

I MeanlTip

Hub 1.0

Mean Tip 1.0 1.0

Present investigation Reference

18.8 13.8 l-7

1.35

1.11

1.00

.8s
and the

The solidity variation The design loading differences are small. variation in hub camber are the most significant differences. Since the ranges of high efficiency and not absolute values efficiency are of primary concern (the differences in the levels efficiency between the two rotors were within measuring accuracy u = 1.0 condition where the level for the for the kd + 7.50, q/vpeak was plotted for ease of ref. 2 was 4; percent higher),

of of except rotor of com-

for the Figure 5 shows this comparison at both solidities parison. u = 1.0, the differences in the setting-angle range of reference 2. At At u = 0.5, the rotor of the ranges of high efficiency are negligible. present investigation showed a somewhat improved range on the high-flow This improvement is probside for each of the blade settings examined. ably due to the higher tip solidity which existed in the rotor of the present investigation (0.50 compared with 0.45). Comparison Between Measured Near Design and Estimated Angle Section

Efficiencies

of Attack

Section efficiencies were estimated by the procedure presented in reference 6 by using cascade section lift-drag ratios obtained from is reference 7. The equation when applied to this type of investigation 6 and 7 compare estimated and measured given in reference 2. Figures values across the annulus near the design angle of attack for kd + 7.5 For the design u = 0.5, respectively. u = 1.0 and 5, at and &d at conditions examined, the estimated and measured efficiencies agree very

NACA RM L54113 well except for the regions affected by secondary flows, wall boundary Hence, these comparisons at the design angle layers, and tip clearance. of attack indicate that cascade lift-drag ratios can be used to estimate rotor section efficiencies in the region not influenced by end effects with reasonable accuracy. Figures 8 and 9 are presented to compare the estimated overall rotor It was found that the estimated efficiency with the measured values. This result overall efficiency was generally higher than that measured. as mentioned previously, the estimated efficiency is to be expected since, did not include the end-wall boundary-layer effects. At the lower blade (that is, high flow rates) the end-wall boundary-layer loading conditions, effects would be reduced and closer agreement between the two efficiencies 8 and 9. This is evident in figures would be expected. Comparison Between Low-Speed Rotor and Cascade Turning Angles

Figures 10 and 11 present detailed comparisons of cascade and rotor turning angles at three radial stations for two solidities (1.0 and 0.5). The three stations chosen were an inboard section (radius, 11.26 in.), the mean section (radius, 12.41 in.), and an outboard section (radius, The inboard and outboard stations were almost 12 percent of 13.56 in.). the span from the inner and outer casings, respectively. The sections were selected to be outside the wall boundary layers; however, the inboard In figsection was found later to be in the hub boundary-layer region. ures 10 and 11, the angle-of-attack scale for each curve has been shifted along the abscissa a number of scale units proportionalto the change in The slopes of the curves obtained from cascade and blade-setting angle. For the mean and outboard sections, the rotor tests are very similar. rotor turning angles were generally lo to 25' higher than cascade values The direction of this result is consistent with the at both solidities. results for the rotor reported in reference 2 where the rotor turning At the angles were found to be lo to l$o higher than cascade values. inboard section, the rotor turning angles were very close to the cascade u = 1.0 where at the lower blade-setting turning angles except at This reduction in turning angle in angles they were about 2O to 3O low. the rotor with decreasing setting angle is not attributable to any hub clearance effect since the hub clearance is very small at the lower setting angles. To determine whether the reduction resulted because of the hub boundary-layer effects, the spanwise variations of rotor measured turning angles and those estimated from cascade for Ed + 7-5~ !.d, and k.d - 7.5 u = 1.0 at u = 1.0 and 0.5 are presented in figures 12 and 13. For the condition (fig. 12) the inboard station appeared to be in or close to the blade-setting angle where hub boundary-layer region. For the kd - 7.5'

NACA RM L54113

the rotor turning at the inboard station was considerably less than the cascade data, the inboard station was rather deeply imbedded in the hub but less severe trend of boundary-layer region. For u = 0.5, a similar the hub boundary layer influencing the inboard turning angles is shown enough to provide estiin figure 13. Cascade data were not extensive mated values for the outboard section at am = 7.25', kd + 7.5O and the inboard section at am = 8.25', ed - 7.5' (fig. 13). Hence, it appears that for all sections outside of the wall boundary-layer regions the rotor obtained turning angles were generally from in cascade at the same conditions. lo to 2s" higher than those

Figure 14 presents rotor test data as cross plots of turning-angle data against air inlet angle and angle of attack in carpet-plot form for the radial stations corresponding to cambers of 1.0, 1.2, and 1.4. For the angle-of-attack scales are shifted along the each value of Cl, abscissa a number of scale units proportionalto the changes in inlet along the abscissa Given combinations of a and p are shifted angle. a number of scale units proportionalto the changes in Cl,. Lines of Interpolations for intermediate constant a and p have been drawn. angles of attack, air inlet angles, and cambers are to be done along the 8.) abscissa. (Further discussion of carpet plotting is contained in ref. The radial stations corresponding to the three cambers were all outside of the wall boundary-layer regions except for the radial station correat u = 1.0. This station at u = 1.0 was somesponding to Cl, = 1.4 times in the outer portion of the hub boundary-layer region as may be These seen in figure 12 at the lOWeSt blade-setting angle, &+d - 7.5O. figures are provided to facilitate the use of the rotor data for design purposes. Detailed Blade Section Performance

To provide detailed section data for further analysis, the signifithat is, section efficiency, static cant section performance parameters, and total pressure-rise coefficients, axial-velocity ratios, and flow are presented at the inboard, mean, and outboard stations coefficients, (See figs. for all the blade-setting angles at both solidities. 15 to 18.) As may be seen in figures 15 and 16, the inboard station generally had considerably lower efficiencies than the mean or outboard stations near design angle of attack. The axial-velocity ratios corresponding to these lower efficiencies (figs. 17(a) and 18(a)) were generally low, indicating These an increase in hub boundary-layer thickness across the blade row. effects were most pronounced for the higher blade-setting angles where These observations further substantiate the hub clearance has increased. the comment discussed previously in the section on turning angles, namely, that the inboard station was in the hub boundary-layer region. The

NACA FU4 L54113

IR

3. u5.L ,

blockage of the flow at the hub by the increased thickness of the boundary layer across the blade row results in a shift of the flow toward the tip. This shift of flow toward the tip manifests itself in higher axial-velocity ratios at the mean section. existed Some reduction in efficiency between at the higher blade-setting-angle the mean and outboard conditions. section

CONCLUSIONS An investigation of a medium-camber NACA 63-series compressor rotor has been conducted over a range of blade-setting angles, flow rates, and The measured overall and blade-element performance has been solidities. As a result of this compared with values estimated from cascade data. investigation, the following conclusions are made: 1. The flow turning angles produced by the rotor found to be lo to 2s" higher than cascade values for unaffected by wall boundary layers. were generally all blade sections

2. For the design conditions compared, the section efficiencies estimated by using cascade lift-drag ratios were in reasonably good agreement with measured values except in the hub and tip regions influenced by wall boundary-layer effects. angle 3. The rotor operated with of attack for each of the high efficiency blade-setting over angles a wide range of at both solidities.

Langley Aeronautical Laboratory, National Advisory Committee for Aeronautics, Langley Field, Va., September 3, 19%.

10 REFERENCES 1. Westphal, Willard R., and Godwin, William R.: 65-Series Compressor-Blade Pressure.Distributions NA~A m L51x20, in a Rotor and in Cascade.

NACA RM L54113

Comparison of NACA and Performance

1951.

2. Schulze, Wallace M., Erwin, John R., and Ashby, George C., Jr.: NACA 65-Series Compressor Rotor Performance With Varying Annulus-Area and Reynolds Number and Comparison Ratio, Solidity, Biade Angle, With Cascade Results. NACA RM L52L17, 1953.

3. Schulze,

Wallace M., Several Combination and Flow Direction.

Ashby, George C., Jr., Probes for Surveying NACA TN 2830, 1952.

and Erwin, John R.: Static and Total Pressure

4. Huppert, Merle C., and Benser, William Phenomena in Axial-Flow Compressors. no. 12, Dec. 1953, pp. 835-845.

A.: Some Stall and Surge Jour. Aero. Sci., vol. 20,

5. Iura,

Observations of Propagating Stall in T., and Rannie, W. D.: Axial-Flow Compressors. Rep. No. 4. (Contract N6 - OR1 - 102 Task Order IV), Mech. Eng. Lab., C.I.T., Apr. 19.53. Analysis of the Effect of Basic Design Axial-Flow-Compressor Performance. NACA

6. Sinnette,

John T., Jr.: Variables on Subsonic Rep. 901, 1948.

7. Herrig,

L. Joseph, Emery, James C., and Erwin, John R.: Systematic Two-Dimensional Cascade Tests of NACA 65-Series Compressor Blades NACA RM L51G31, 1951. at Low Speeds. Low-Speed NACA

8. Felix,

Summary of 65-Series Compressor-Blade A. Richard: Cascade Data by Use of the Carpet-Plotting Technique. RM L54H18ay 1954.

Figure

l.-

Rotor

used in investigation.

L-85899

.
g -4 (a) u =I.0

3 E z 2 : E .c s Z .9 & >

0 Ed + 17.5O 0 Ed + 7.5O
* td

e-

7.5

Ot -2;
.2 .3 .4 .5 .6 Quantity .7 .s flow coefficient, b)u=0.5 + .S 1.0 1.1 1.2

Figure

2.-

Variation

in mass flow as measured upstream of rotor.

and downstream

NACA RM L54113

13

E 8100 & a F < 80 f-l 5 .2 ?I o) 60 .u z -E z 40

1
.6 .2
E g 100 k a .

.4

.6

.8

.4

.6

.8

1
I.

: 80 0 s . ;; % 60 .o 0 n 0 z 40

1--- 1 .-.I

I ~. Lm~ ,

~,~~ , , I , , -,~ ~-r~~ r 1-

f a, .$ b 5 3 2 a

.8

.4

F Ed- 7.5 I I .6 I I .8 I I I I.0 Quantity I I .6 Cp I .8 I I 1.0 I I 1.2 I

0 .4

1.2 .4 flow coefficient,

1
I. 4

of adiabatic efficiency and totaland staticFigure 3.- Variation pressure-rise coefficients with quantity flow coefficient at several blade-setting angles and u = 1.0. Vertical lines across curves indicate design angle of attack. Flagged symbols indicate audible partial-span rotating stall.

El00 8 iii a
50 3 5 .0 G 60 Z
t,i,, ,\

a
.6I m E a3 .0 .z Q) s 8 .L Lb 2 z a

---

w-w

-td

Estimated I

t 2
I

P
t&j - 7.5
I I I I I

I
.6 .0 1.0

.4 Quantity flow coefficient, CD

of adiabatic efficiency and totaland staticFigure 4.- Variation pressure-rise coefficients with quantity flow coefficient at several blade-setting angles and a = 0.5. Vertical lines across curves Flagged symbols indicate audible partial-span indicate design. rotating stall.

I.1

q/.g T , peak
t
I.1 I
I

-1 \\ i-i .71I I I I I I I I

,--,-

Bft;;tyyt;

in,
I I I I I

u = 1.00 y--r--- I
I I I I I I I
1

k / ,/- - \\ L !r
I I .5 Quantity
I I .7 flaw coefficient, 0 = 0.5

1 I j
I .9 Q

.3

.3

.5

.7

.9

1.1

of 17 eak of the rotor of present Figure 5.- Comparison of ratio 1% investigation with that of the rotor reported in reference 2 for three blade-setting angles. Vertical solid and dashed lines indicate design angle of attack. Flagged symbols indicate audible partial-span rotating stall.

16
I I

NACA RM L'$+I13
I I I I

100 E s tl

---_

:90f. u s G F

a,

80-

6.

Root1

.Tip I (a) td+

I I

7.5 ;

4 z.502.

U ---

Measured Estimated

NACA FM L54113

i = I~-,
100

90 E 3 b a 680 c 0" 5 .0 .2= Q) 70 u X= x 0 .Da 60

a ---

Measured Estimated + = .643

50

Root I ~_ II

Tip I .~ I
I2

I-

I
13

I
14

Radius, inches

18

NACA RM, L91113

;;- -f+&i
z 0
k e r 80

.$ ,
Measured Estimated
I

-II+ --I I I I

E a .0 .L tQ)

ca>

td

+ %5 -

+ - -80 .4 I I ,5

Measured Estimated
I .6 I I I .7 I .8

Quantity

flow

coefficient,

NACA RT4 L54-III-3

I
100

z90 s G n 6

6 80 E '3 .,' Q) 0 'F g 70 .2

+)-Measured - ---Estimated

60

50 .5

I
.6

I
.7

I d[>

I
.8

Quantity

flow coefficient,

30 !2 TJ a= 25 F 0 F E 5 20 I-

-I
d
Id I6 8 04 I2 8A : 8, , I2 :; , I6 ;; deg 20 I6 20 24 28 32 36

1
Measured Y ,-.* Estimated Ed+17.50 Ed+ 7.5 ----td = 34.65-E - 7.5 ---[,- 15.0 -----

15

IO

I
a4

5~ ~~~~~ ~~~II ~~ 12 8 04

Angle ai attack:=,

(a) Inboard

section;

NACA 65(15.8Alo)10

section;

radius,

11.26 inches.

of measured and estimated turning angles with angle Figure lO.- Variation of attack at three radii for several blade-setting angles and u = 1.0. Vertical lines across curves indicate design angle of attack. Flagged symbols indicate audible partial-span rotating stall.

401

IllI

Ill

II

II

lllllll

Illlllllrl~

25 c 73

z?

a.? rr 6 CT20 .s E t-

Measured zz;;g::::: -

I I 4 I I 00 8 I I 42 00 I I I6 8 l 4 A0 I 12 11 8 16 4 A0 1 12 I 20 8 4 I 16 12 8
a, dig

&j- 7.5 ---&- 15.0 T---11 11 I l I l

I 20

11 24 16 12

II

0-o

20 16

24 20

28 24

Angle of attack,

(b) Mean section;

NACA 65(mlo)~o Figure lo.-

section; Continued.

radius,

12.41 inches.

25-

20!i! -0 a? a- 15El 5 c E .$ In2 9 Measured + i&a,+ .&+ Ed + Ed &,115 7.5 44.45O 7.5 iso Estimated ~ --------------

0
00

I 4

I 00

I 8

I 12 4 00

8 4

12 8 A 0

16 12 4 8 16 12 4 a, deg 8 20 16 12 20 16 24 20 24 28 b0 Angie of attack,

section; Figure lo.Concluded.

radius,

13.56 inches.

30 /-

25

2?F m I5
E z

.-C

IO
1

II

II

II

8 00

12 4

.-

II

II

II

II

IIll

III

Iti 00 8 4 I2 8 I6 A 0 :20 4 16 8
a, deg

20 12 radius,

16

20 inches.

24

28

32

Angle of attack,

(a) Inboard

section;

NACA 65(15.8~1~)10

section;

~26

Variation of measured and estimated turning angles with angle Figure ll.of attack at three radii for several blade-setting angles and (I = 0.5. Vertical lines across curves indicate design angle of attack. Flagged symbols indicate audible partial-span rotating stall.

25

nL
r / 0 0 0 I / pH%? / / + Y l&.j + &J + t&j = td 17.5O 7.5 44.30 7.5 Estimated ----------

I 00

I 8

12 00 4 0 8 0 I6 A0 8 Angle of attack, 42 42 a, deg 86 2o 12

24 16

20

24

28

10 section; Figure 11.Continued.

radius,

12.41 inches.

25.

20 1

Measured -

Estimated &j + I&j + t$,, = & 17.5 7.5 48.79 z5 ----------

I 0 01 -8 I

11

11

11

-4

4 cl -4

I2 4 8 I2 I6 A08 a, deg 42 86 :20 I6 20 24 00 4 Angle of attack,

(c) Outboard section;

NACA 6g(g.jn,,)lO Figure

section;

radius,

13.56 inches.

11.- Concluded.

d-

- -- Estimated

E
;s 24 4 c O 20 P C 5 + 16 \ cYm=13.140 \\ \ \ \ \ \ I\ \\ \ \

II

12

13

I4

II

I2 I3 Radius, inches

I4

la>
Figure 12.Radial

Ed +

7*5 *

(b)

Ed

cc)

Ed - 7*5 *
angles of attack for

variation of measured and estimated turning three blade-setting angles. u = 1.0;

angles at several ad, = 12.5'.

NACA RM ~54113

27

16

c
I -

-I

am = 7.25

8 :
l-T71

---

Estimated

I6 ir -0 uT I 4 ii? 0

I F

U.m = 5.37

c
8

inb.

a m = 4.59

ILL-J-. II

12

13

II

I2 I3 Radius, inches

lbl
I4

I. &Lu..H

I3

I4

Figure

lb.-

Variation

of turning angle with angle angle for three blade sections.

of attack

and inlet

NACA RM L9-7113

29

I
JI

.2r
/+T, _,. % *cr--k---*---*---&-, I--

.4..@ I.60 20

-A--

,,bP L 25 I

&---*,---*

Ed- 15 I I I I I I I I I.10 :sb .90 1.00 1.30 120 Quantity flow coefficient, @

(a)

Inboard

section;

radius,

11.26 inches.

Figure.15.Variation of efficiency and staticand total-pressure-rise coefficients with quantity flow coefficient at three radial stations for several blade-setting-angles and ts = 1.0. Vertical lines across curves indicate design angle of attack. Flagged synibols indicate audible partial-span rotating stall.

30

NACA RM L54113

1.2 -

P0.40 .50 .60 d .70 .80

-0 .90

&d--25 I .60 I I .70 I I .80 I I .90 I I I 1.00 I.10

LOO.50

.50

.60

.70 .80 .90 1.00 I.10 Quantity flow coefficient, Cp

1.20

1.30

(b) Mean section; Figure

radius,

12.41

inches.

15. - Continued.

NACA RM L54113

31

.a "OT 7)
.6 .4

Ul
7 r
i t --JIT

.8

Jr

.4

sb,+x,iI%,,
.30 .40 .50 .60.30 .40 .50

.60

70

.80

?./ $-y~---=O]

y---j

1.2

* 1: 1

@W
Ed

:j
Ed -7.5

0
.40

I
.50

I
.60 1.0 .8 7) .6

I
.70 f

1
I.00 .50 , 1 ,

I,

.80 , I

.90 , I

' .60 r- 1

.70

.80

.90

1.00

1.10

1.2 I.'--; .4

0~ .50

I .60

I .70

I .80

I .90

1 1 1 1 1 ' 1.00 I.10 120 130

@

Quantity

flaw

coefficient,

(c)

Outboard

section; Figure 15.-

radius,

13.56

inches.

Concluded.

r
1.0 7) .8-

0
.I0 .20 .30 .40 .50 .60 .70 I 30 40 50 60 .7b

.20

.30

.40

.50

.60

.70

.80

.6.8 Jr .4

,--*---b--Q--- ----.-* ,-a*-3,rhY--b (d-7.5 \a- 7, i, i ,

,810 20 30 .4h .5b Quantity flow coefficient, @ .6b JO .sb .9b I.60

.tO

(a) Inboard

section;

radius,

11.26 inches.

of efficiency and staticand total-pressure-rise Figure 16.- Variation coefficients with quantity flow coefficient at three radial stations for several blade-setting angles and d = 0.5. Vertical lines across Flagged symbols indicate curves indicate design angle of attack. audible partial-span rotating s'Cal1.

_I~, ,yyf
.I0 .20 .30 .40 .50 .60

,I
.70

r
.20 .30 .40 .50 .60 .70 .80

~~~~~
1 r $r &+--0-++-o--Q-, b-* Ed -1 1 -----h
.8 .4 I 90 I .30 I I .40 I I .50 , I .60 ,I, .70 I , I I .80 .90 .30 .40 .50 Quantity flow coefficient, @ I .60 I I .70 I I .80 I I .90 , 1.00

(b) Mean section; Figure

radius, 16.-

12.41 inches.

Continued.

w -I=

.8 r $ .4c bqgk&
-9T

---%

I.0 8 -

.2 I

.3 I

.4

.5 Y

.6 Y

.7

.2

1, >l
.3 .4

.5

.6

,I
.7 8

I I 71
1

.6

1
.30 Quantity flow coefficient, .40 CD .50 .60 .70

.a0

.90

100

(c) Outboard section; Figure 16.-

radius,

13.56 inches.

Concluded.

.6.4 .2 I.4 va2 l.2Vqm I.O.aI .5 I 6 1.4, I (d I I .7 I I I I .3 i I

&, + 17.5 I I I 4 .5 ,, I.

I .6 .3

I .4 I

I, .5 I

Ed + 7.5 I, .6 I (

I .7 I A .a I I A

1,

A I I .6 1 , I I .7 ,

h I

.6 .4

I .a , ,

I .9 , ,

I I.0 , , .5 ,

Ed - Z5O I , .a 1 ,

I, .9

I 1.0

, I.1

&

1.2% h h h , I 1.2 I 1.3 4

V01, l.O-

.a .6 .5 I I .6 I .7 I

(,,-l5o
I I I I I I I .a .9 1.0 I.1 Quantity flow coefficient, Cp

(a) Inboard

section;

radius,

11.26 inches.

Figure 17.- Variation of ratio of exit axial velocity to entering axial velocity at mean section with quantity flow coefficient at three radii for several blade-setting angles and cs = 1.0. Vertical lines across curves indicate design angle of attack. Flagged symbols indicate audible partial-span rotating stall.

1.4 02 v aim 1.2I-O.8 .6 .2 I .4

9

td + l-7.5
I

td + 7.5
I I I I I I

.3

.4

.5

.6

.3

.4

.5

.6

.7

.8

1.2I *
(d
I I I I I I I I I

Olm I.O.8.6 .4

IA

A-

&, - 7.5
I I

.5

.6

.8

.9

1.0 .5

.6

.7

.8

.9

I I 1.0

I.1

V 01, I.+.8 .6. .5

I I

&/

h &j -15

Ih

h 4

.6

.7

.8 .9 1.0 I.1 Quantity flow coefficient, @ radius, 17.12.41 inches.

1.2

I.3

(b) Mean section; Figure

Continued.

V
$2

V .8.6 .2
I

:/Q-t+

Y-

&, + 17.5
I I I I I

cd + 7.5
I I I

.3

.4

.5

.6

.3

.4

.5

.6

.7

.8
I I

1.4, 1.2 I.0 1

I 1

--I

po+
td
I I I

o.

04

.8- d
.6 .4
I

.6 1.4, Va2 1.2 V01, 1.0 : I

.7 I

-8 I

.9

1.0 .5
I

.6

.7

.8

.9

I.0

I.1

-8-w,
L .6 .5 .6 .7

, ,,-15 , , , I &jI , I
I.1 1.0 .9 .8 Quantity flow coefficient, CD 1.2

1.3

(c) Outboard section; Figure

radius,

13.56 inches.

17.- Concluded.

w CD

.6

I ,2

I
.4

I .6

I
.2

I
*4

I .6

1.2 -. a2

IO-

(Jlrn .8 (d .6
I .4 I I .6 I I .e I I I

(d - 7.5
I

.6 flow coefficient, 8

I .8

I 1.0

Quantity

(a) Inboard

section;

radius,

11.26 inches.

Figure 18.- Variation of ratio of exit axial velocity to entering axial velocity at mean section with quantity flow coefficient at three Vertical lines radii for several blade-setting angles and a = 0.5. Flagged symbols indiacross curves indicate design angle of attack. cate audible partial-span rotating stall.

% -I or,

IO .8 Ed+l7.Y
.6 I I .4 I I I .4 I I .6

.2

.6

.2

13
1.2 -

I,O-

aI,

.8 -

(d
.6 -

I
.4

I .6

h .4

.8

$5

.8

1.0

Quantity (b) Mean section; Figure

flow coefficient, radius,

12.41 inches.

18. - Continued.

1.4

-8 .it d + l7.5O .6 u .2 .2 .4

.4

.6

.6

1.2

I I

I,0 02 valm .6

.8

.4

I
Quantity (c) Outboard section; Figure 18.radius,

I .4

.6

I .8

I 1.0

flow coefficient, @ 13.56 inches.

Concluded.

illi tlb tiirl~i~~ii~~

3 1176 01437 1760

-. - _~._ ._-.-. ..-.. _ _ _.