Table of Content 1.0 Introduction 1.1 Definition 2 1.2 Causes of Rotating Stall and Surge 2.

0 Types of Rotating Surge 2.1 Rotational Stall 4-5 2.2 Axi-symmetric Stall or Compressor Surge or Pressure Surge 2.3 Effects of Rotating Stall and Surge 6-9 3.0 Solution 3.1 Response and recovery 9-12 4.0 References 11

1.0 Introduction A compressor is a turbomachine that is use to increase the pressure of compressi ble fluids. A compressor can be found in one of the stages of a gas turbine. Rot ating stall, surge, and other flow instabilities occur in turbo machineries, par ticularly in axial and radial compressors. These phenomenon limit the efficiency and effectiveness of turbo machineries. Compressors are usually designed for steady and axisymmetric flow. Any disturban ce that disrupts the fluid flow through a compressor can plunge it into rotating stall and surge. These phenomena are primary design constraints which effective ly reduce the performance of compressors and which also consume a major fraction of an engine development program. They are difficult to predict accurately duri ng design. Definition Compressor stalls are aerodynamic stalls in which the aerofoils of a compressor are loaded beyond their lifting capability. This can result to reduced compressi on efficiency or complete breakdown in compression. Pure surge, on the other hand, is an axisymmetric oscillation of the mass row along the axial length of the compressor. It is more severe than rotating stall and can cause complete breakdown of flow, or even a reverse flow. There is a large variation of mass flow during a surge. Causes of Rotating Stall and Surge Many conditions can cause rotating stall and surge, the most common are circumferential distortion, planar turbulence, and combustion. Substantial rotating stall and surge margins are required in the selection of a compressor operating point in order to maintain steady axisymmetric flow. 2.0 Types of Rotating Surge There are two types of compressor stall, namely: 1. Rotational Stall and 2. Rotational Surge 2.1 Rotational Stall In Rotational stall, the disruption of airflow within the compressor occurs loca lly and the compressor continues to supply compressed air but with a reduction i n efficiency. This type of stall occurs when a small portion of the aerofoils ex perience aerofoil stall, and this disrupt the local airflow. The stalled aerofo ils create pockets of relatively stagnant air (known as stall cells). These stal l cells rotate around the circumference of the compressor rather than moving in the flow direction. The stall cells lag behind the speed of the rotor blades by 50-70%, affecting subsequent aerofoils around the rotor as each encounters the s tall cell. Stable local stalls can also occur which are axi-symmetric, covering the complet e circumference of the compressor disc but only a portion of its radius, with th

e remainder of the face of the compressor continuing to pass normal flow. Local stalls substantially reduce the efficiency of the compressor and increase the s tructural loads on the aerofoils encountering stall cells in the region affected . Most time, a local stall can grow rapidly and eventually result in a complete compressor stall. For a typical rotating stall pattern, displayed in the compressor map, s ee Fig. 2. The transition from normal compressor operation into rotating stall i s depicted in Figure 1 where is the circumferential mean of the flow coefficie nt , and is the nondimensionalized pressure rise. As the flow coefficient through the compressor is decreased, the pressure rise increases. This trend continues until the s stem goes into either rotating stall, surge (deep surge), or both (classic surge). Figure 2: Compressor map with rotating stall flow characteristic For rotating stall, the lowest row coefficient at which the compressor ca n operate with axis mmetric flow is point A , the peak of the characterist ic. At lower flows, an abrupt transition occurs, and compressor is throttled int o rotating stall (point B). There is a substantial drop in pressure rise and a d ecrease in flow coefficient (segment A-B). This condition will persist until the flow is increased to point C. Thus there exists a severe h steresis, or range of flow coefficients at which two stable operating conditions exist {stead axis mmetric row and rotating stall. Once a compressor enters, full developed rotating stall, the rotor and stator b lades pass in and out of the stalled row, causing tremendous stress. An substan tial length of time in this mode can result in excessive internal temperatures d ue to low efficienc associated with the presence of rotating stall. In addition , an even more serious consequence that can occur in an engine is that the low f low rates obtained during rotating stall can lead to substantial over temperatur e in the burner and turbine.

2.2 Axi-s mmetric Stall or Compressor Surge or Pressure Surge This t pe of stall is more severe than the Rotational stall. It results in complete loss of compression and violent reverse flow of previousl compresse d air. The cause of this kind of stall can be due to an of the following: i. The compressor experiences conditions which exceed the limit of its pres sure rise capabilities ii. The compressor is highl loaded such that an momentar disturbance will create a rotational stall which can propagate throughout the entire compressor in less than a second. If the pressure ratio of the compressor is reduce to its design limit, the compr essor will recover from the stall. But if the condition that triggers the stall remains, the compressor will still return to normal flow condition but the stall will keep on repeating itself. This condition is called locked-in or self-repro ducing stall and it causes severe vibration, rapid engine wear and even total de struction of the engine. 2.3 Effects of Rotating Stall and Surge Compressor axiall -s mmetric stalls, or compressor surges, are immediatel ident ifiable because the produce one or more extremel loud bangs from the engine. R eports of jets of flame emanating from the engine are common during this t pe of compressor stall. These stalls ma be accompanied b an increased exhaust gas t emperature, an increase in rotor speed due to the large reduction in work done b the stalled compressor and, in the case of multi-engine aircraft, awing in th e direction of the affected engine due to the loss of thrust. Severe stresses oc cur within the engine and aircraft particularl from the intense aerod namic buf feting within the compressor. There are four different categories of surge: 1. Mild Surge: Mild surge is govern b Helmholtz resonance frequenc . In this t pe of surge, flow reversal do not occur. There is onl small pressure fluctuatio ns

2. Classic surge: Classic surge has larger oscillation and these oscillations oc cur at a lower frequenc than mild surge, but no flow reversal. 3. Modified surge: This is a mix of rotating stall and classic surge where the e ntire annulus flow fluctuates in axial direction. This gives rise to an unstead and non-axis mmetric flow. 4. Deep surge: Deep surge is a more severe version of classic surge, where flow reversal is possible. This is an unstead but axis mmetric limit c cle for the f low. Figure 3: Compressor map with deep surge c cle The figure above is a compressor map with deep surge c cle. The numbered points are explained below: The flow is unstable at this point. It then goes ver fast (approximatel repres ented b the straight line) to the negative flow characteristic at point 2 and d escends until the flow is approximatel zero point. Then it proceeds ver fast t o the normal characteristic at point 4 where it starts to climb to point 1. Arriving at point 1 the c cle repeats, unless measures are taken to avoid that. Five factors that can increase the tendenc of a compressor to stall are discuss ed below: 1. When an Aircraft operates outside of its design envelope: This can be du e to extreme flight manoeuvre resulting in airflow separations within the engine intake. It can also be cause b flight within icing conditions where ice can bu ild up within the intake or compressor, or engine thrust requirements too high f or the operating altitude. (limited with modern fl -b -wire controls) 2. Engine operation outside specified design parameters: This can be caused b abrupt increases in engine thrust (slam acceleration) causing a mismatch bet ween engine components, but with the aid of modern electronic control units, thi s problem has been reduced. 3. Turbulent or hot airflow to the engine intake: This can be due to the us e of reverse thrust at low forward speed, resulting in re-ingestion of hot turbu lent air, or for militar aircraft, ingestion of hot exhaust gases from fired mi ssile. 4. Worn or contaminated engine components: Poorl performing control unit o r turbine within an engine ma result in a mismatch increasing the likelihood of stall.

3.0 SOLUTION 3.1 Response and recover The appropriate response to compressor stalls varies according the engine t pe a nd situation, but usuall consists of immediatel and steadil decreasing thrust on the affected engine. While modern engines with advanced control units can av oid man causes of stall, jet aircraft pilots must continue to take this into ac count when dropping airspeed or increasing throttle. 1. Surge control, surge avoidance, or surge protection Here the machine is prevented to operate in a region near and be ond the surge l ine. This can be regarded as an open loop strateg . 2. Surge detection and control or surge detection and avoidance Here, the surge avoidance s stem starts acting if (the onset of) surge is detect ed. This can be regarded as a closed loop strateg . 3. Surge suppression or (active) surge control Here, the flow instabilities are stabilized b one or more effectors acting on a ppropriate signals from a controller that receives relevant information from wel l chosen sensors. Measures to avoid surge in turbomachiner are abundant. Because the operating po int is established b (Y, @, n), all measures aim at influencing at least one of these factors. Some measures aim at increasing the flow rate b discharging int o a b -pass, b feeding back excess flow through a recirculation loop, or b blo wing of excess flow with a vent (bleeding).

Figure 4: Compressor map with surge line This ma be done after the compressor, or between compressor stages. Other measu res aim at reducing or increasing the speed n, e.g., b modif ing the torque on the compressor b changing the fuel consumption of a driving turbine or b chang ing the voltage to a motor. Variable wheel speed (e.g., because of a constant su pplied torque and var ing demanded torque) also has a stabilizing effect. The la st possibilit is to influence the pressure rise Y. This can be achieved b mani pulating valves in the flow. Because the three characteristic variables are conn ected according to relations shown in the compressor map, influencing one of the m implicitl influences the others. The measures can also be divided in those ch anging the compressor characteristic and those changing the operating line, effe ctivel lowering it. Both lead to operating points further awa from the unstabl e region. References [1] A. M. Cargill and C. Freeman, High-speed compressor surge with application to active control, 1. Tuhcbiner , vol. 1 13, pp. 303-3 1 I , Apr. 199 1. [2] W. W. Copenhaver andT. H. Okiishi, Rotating stall performance and recoverabil it ofahigh-speed Iktage axial flow compressor, 1. Propulsion and Power, vol. 9, pp. 281-292, Mar.-Apr. 1993. [3] I. J. Da , Stall inception in axial flow compressors, J. Turbomachiner , vol. 115, pp. 1-9, Jan. 1993. [4] G. Billoud, A. Galland, C. H. Huu, and S. Candel, Adaptive active control of instabilities, J. Intel;. Mater. S st. andSuuct., vol. 2, pp. 457470, Oct. 1991. [5] K. K. Botros, Transient phenomena in compressor stations during surge, J. Eng. [6] SI G. J. Dadd and M. J. Porter, Surge recover and compressor working line co ntrol using compressor exit Mach number measurement, hoc. lost. Mech. Eng. Part G: J. Aerosp. Eng., vol. 207, no. GI, pp. 27-35, 1993.