TuijinJishu/Journal of Propulsion Technology

ISSN: 1001-4055
Vol. 44 No.4 (2023)

Aerodynamic Design, Analysis and

Optimization of Transonic Axial
Compressor Blade with the Combination of
NACA 65,Double Circular Arc (DCA) and
Multiple Circular Arc Airfoil (MCA)
A.Vani 1, Dr.Manjunath.S.V. 2, Dr.Basawaraj 3 , Chennabasappa Hampali 4, Anand M.
Raikar5, Mallaradhya H. M., 6Krishna Prasad7
1
M.Tech Scholar, Dept of Aerospace Engineering, VIAT, VTU-Muddenahalli, Chikkaballapur, Karnataka,
India.
2
Director, Lakshya Pinnacles Pvt. Ltd, Karnataka, India.
3
Associate Professor, Dept of Aerospace Engineering, VIAT, VTU-Muddenahalli, Chikkaballapur, Karnataka,
India.
4
Professor, School of Mechanical Engineering, REVA University,Bengaluru, India.
5
Research Scholar, Dept of Aerospace Engineering, VIAT, VTU-Muddenahalli, Chikkaballapur, Karnataka,
India.
6
Assistant Professor, Dept of Mechanical Engineering, SJC Institute of Technology, Chikkaballapur,
Karnataka, India.
7
Nitte (Deemed to be University) NMAN Institute of Technology (NMAMIT), Dept of Mechanical Engineering,
Udupi, Karnataka, India

Abstract: This paper deals with the Design, Analysis and optimizing a single stage axial transonic compressor.
The recent trend to increase the capacity of modern heavy duty gas turbine compressors requires high
performance transonic rotors with increasing tip Mach numbers. When developing a transonic compressor, an
important subject is to design an airfoil shape which gives good performance in transonic flow region. NACA-
65 aerofoil is best suitable for subsonic regime. While Multi Circular Arc (MCA) airfoil design and DCA
aerofoil design are suitable in transonic regimes. Therefore an attempt is made to design and study the
aerodynamic characteristics of a transonic compressor stage with NACA-65, MCA and DCA aerofoil
combinations.CF-turbo is used to design the aerofoil and computational analysis is carried out in Ansys CFX.
The air mass flow rate is considered of 5kg/sec at 10,000 RPM, blade tip speed 454 m/sec rotor hub to tip speed
ratio=0.7. Overall performance of all the combinations were inlet totalpr =1 atm. Comparatively good having
the isentropic efficiency ranging from 77.9 % to 84.8% having MCA-DCA combinations the lowest & NACA-
MCA being the highest but overall pr.ratio is observed to be 1.244 in MCA-MCA and MCA-DCA combinations
while NACA-MCA is only 1.23. Flow coefficient and head coefficient being the highest in MCA-MCA &
MCA-DCA combinations of 24.87 and 13.62 respectively. Blade loading co efficient is observed as -8.7 and it
is nearly flat over the upper surface of rotor as well as stator in MCA-DCA combinations, while NACA-MCA
having uneven behavior of -7.86. Thereby through my study i conclude that NACA-65 aerofoil with MCA for
the rotor and NACA-65 with DCA for stator as the best combination among all the different cases studied in
this attempt.

8324
TuijinJishu/Journal of Propulsion Technology
ISSN: 1001-4055
Vol. 44 No.4 (2023)

Keywords: Turbomachinery, Compressor, Blade Optimization, Blade Sweep, NACA ,CFTurbo,

DCA, MCA
1. Introduction To Axial Flow Compressors
1.1 Introduction
Compressors are the machines that are deployed in discharging the fluid at higher pressure than their intake.
These are classified into two subcategories: Positive Displacement compressors that increases the fluid pressure
by reducing its volume and Rotor-Dynamic compressors that achieves its objectives through a series of rotors
and stators tandem arrangement.Rotor-Dynamics Compressors can be further classified into axial flow
compressors and centrifugal compressors. In Centrifugal flow compressors air inlet flow is parallel to the shaft
axis and exit flow is radial. Rotating impellers/vanes induce kinetic energy to the fluid and stationary involute
passage converts the kinetic energy to pressure. While in axial flow compressors air flows parallel to the axis of
the shaft throughout from inlet to exit. Rotating blades known as rotor blades impart the kinetic energy and
stationary blades known as stator blades converts the available energy into pressure energy.[1]

Figure 1.1:General Electric J85 Cutaway with Axial Flow Compressor [2]
1.2Construction and Working of Axial Flow Compressor
A typical axial flow compressor sucks the air axially and increases its pressure energy level by passing
air through the two main elements rotorand stator. Each consecutive pair of rotor and stator is referred as a
stage. Rotor is the rotating element having blades fixed on the spindle or drum. These blades, turning at high
speed, takes the air at the inlet and impel torque to the air along the axial path similar to propeller because of its
airfoil shape and pitch angle. Now the stator is the stationary blades mounted on the stator casing slows down
the air velocity and convert the circumferential component of air into pressure. Stator blades are arranged to
form the diverging passage to act as the diffusers at every stage, partially converting kinetic energy to pressure.
Pressure ratio increases with the number of stages. Each stage has the ability of achieving the compression ratio
of approximately 1.25:1.Most aircraft engines consists of up to 16 stages in order to fulfill higher pressure ratio
requirements.

Figure 1.2:Velocity and Pressure variation over rotor and stator in axial flow compressor[2]

8325
 TuijinJishu/Journal of Propulsion Technology
ISSN: 1001-4055
Vol. 44 No.4 (2023)

An extra row of fixed vanes called inlet guide vanes are placed at the inlet of the compressor to guide the air to
the first row of rotating blades as shown in figure 1.2. These compressors are highly efficient and are capable of
handling large flow rates with respect to their size. They offer the most compact and light weight design for
large flow rate applications. In every stage the gap between the rotor and stator must be as close as possible for
efficient flow. Designing length of the blade with minimal tip clearance is a challenging task. The height of the
blades is reduced over successive stages so as to compensate the reduction in fluid volume and contribute to rise
in pressure. Thus the axial flow velocity is maintained constant throughout the compressor. [1]

Figure 1.3:Various components in axial flow compressor [2]

1.3Advantages of Axial Flow Compressor
1. Small frontal area of the anterior lobe for a given airflow rate reduces the drag.
2. High ram efficiency can be achieved with a straight flow.
3. Highly efficient compared to centrifugal flow compressors.
4. Operable at large mass flow rates compared to positive displacement compressors.
5. Higher pressure ratios can be achieved by increasing the no. of stages with negligible losses.[3]
1.4 Disadvantages of Axial Flow Compressor

1. Highly efficient only within the narrow rotational speed range.

2. Their complex design lead to manufacturing difficulties.
3. Expensive.
4. Higher power demands to initiate the compression process.
5. Pressure rise in single stage is low, so as to achieve higher pressure ratios multiple stages are required.
6. Relatively heavy, making its installation difficult.[3]

8326
 TuijinJishu/Journal of Propulsion Technology
ISSN: 1001-4055
Vol. 44 No.4 (2023)

1.5 Applications of Axial Flow Compressor

1. Most commonly used in aircraft turbojet engine.

2. Used in ship engines for higher speeds.
3. Used in high flow rate applications.
4. Used in industrial applications such as blast furnaces and nitic acid plants.
5. Fossil fuel power stations when the gas turbines are used to increase the station outputs above its normal peak
loads.[3]
1.6 Losses in Axial Flow Compressor

Losses experienced in axial flow compressors are grouped under the following types: [1]
1. Profile loss:arises due to the peculiarity of their blade aerofoil design. In other words, arises due to the boundary
layer growth and its subsequent separation over the blade.
2. Skin Friction loss:also known as Annulus loss or viscous loss. This accounts up to 50% of the total losses. This
arises due to axial growth of boundary layer.

3. Secondary Flow loss: arises due to the secondary flow occurrence in the passages formed between curved
blades.
4. Tip Leakage loss:arises due to the gap between the rotor blades and the casing.
1.7 Comparison between Centrifugal Compressor and Axial Flow Compressor
[3]
Table 1.1: Comparison between centrifugal compressor and axial flow compressor
Sl.
Parameters Centrifugal Compressor Axial Flow Compressor
No.
Axial flow (parallel to the axis of
1 Direction of flow Radial flow
rotation)
Pressure ratio per
2 4.5:1 1.25:1
stage
3 Isentropic efficiency 80-82% 86-88%
4 Frontal area Large Small
Mass flow rates Low High
Wide range of operational speeds Narrow range of operational speeds
5 Operation between chocking and surging limits. between chocking and surging limits.
Part load performance is better. Part load performance is poor.
6 Starting power Needs low starting torque Needs higher starting toque.
Almost insensitive to deposit Sensitive to deposit accumulation on the
7 Deposits
accumulation on the blade surfaces. blade surfaces.
Construction
8 Simple and relatively cheap. Complex and costly
complexity and cost
Suitability for
9 Slightly difficult Suitable for multi staging
multistage
Supercharger in IC engine, air
Jet engines, large marine gas turbine
10 Applications conditioner, low pressure
engines.
refrigerators.

8327
 TuijinJishu/Journal of Propulsion Technology
ISSN: 1001-4055
Vol. 44 No.4 (2023)

2. Objectives Of The Project Work

2.1Objectives
1. To design and analyzecomputationally a single stage axial transonic axial compressor with NACA 65 airfoil.
2. To optimize the performance of therotor and stator blades of the designed transonic axial flow compressor with
the combinations of NACA 65, Double Circular Arc (DCA) and Multiple Circular Arc Airfoil (MCA) airfoils.
2.2Scope of the project work
1. The recent trend is to increase the capacity of modern heavy duty gas turbine compressors, it requires high
performance transonic rotors with increasing tip Mach numbers.
2. NACA 65 airfoil is suitable for subsonic flow regime, while Double Circular Arc Airfoil is compatible to High
Subsonic and Transonic Regime and Multiple Circular Arc Airfoil is compatible to Transonic and Low
Supersonic Regime.
3. Combinations of these three different profiles will give rise to a new optimal profile suitable for transonic
regime.
4. It is well known that the highly three-dimensional flow in those rotors, is associated with a radially swept shock
wave. New sophisticated design approaches based on 3-D CFD therefore needed to maximize their
performance.
3. Methodology
3.1 Work Flow

Figure 3.1: Workflow adopted in the present research work

3.2Methodology Adopted
Methodology followed in the present research work in three stages are explained below:
Stage-1:
Preliminary transonic axial compressor is designed in CF Turbo using NACA 65 airfoil for both rotor and stator.
CFD analysis is carried out in Ansys CFX. Grid independence test is carried out for various mesh element size.
Stage-2:
Morphed NACA 65 airfoil with Double Circular Arc (DCA) and Multiple Circular Arc (MCA) to obtain new
airfoil profiles.
Stage 3:
CFD analysis is carried out in Ansys CFX for all the nine different combinations for rotor and stator as stated
below.
Table 3.1: Different combinations studied in the present research work

8328
TuijinJishu/Journal of Propulsion Technology
ISSN: 1001-4055
Vol. 44 No.4 (2023)

CASE No. Rotor Stator

1 NACA NACA
2 NACA MCA
3 NACA DCA
4 MCA MCA
5 MCA NACA
6 MCA DCA
7 DCA DCA
8 DCA NACA
9 DCA MCA
3.3 Blade Geometry Details

Figure 3.2:NACA 65 Airfoil

Figure 3.3:Meridional view (R v/s Z) of single stage transonic axial compressor, Case-1

Figure 3.4:Meridional view (Rθ v/s Z) of single stage transonic axial compressor, Case-1

8329
TuijinJishu/Journal of Propulsion Technology
ISSN: 1001-4055
Vol. 44 No.4 (2023)

Figure 3.5:3D CAD model of single stage transonic axial compressor in CF Turbo
Rotor ( 36 Blades) Stator ( 46 Blades)
Particular
Hub Mean Tip Hub Mean Tip
Solidity 1.634 1.413 1.188 1.452 1.375 1.330
Pitch/Chord 0.612 0.708 0.842 0.689 0.727 0.752
Throat/Pitch 0.644 0.551 0.467 0.783 0.761 0.738
Inlet Angle - - -
42.520 44.669 46.818
(deg) 49.645 57.636 64.947
Exit Angle - - -
4.863 3.209 1.554
(deg) 23.284 43.319 53.820
Stagger - - -
23.706 23.917 24.142
Angle (deg) 36.495 50.486 59.384
Radius at
0.178 0.218 0.252 0.188 0.217 0.243
LE (m)
Radius at
0.188 0.218 0.245 0.191 0.217 0.240
TE (m)

Table 3.2: Blade geometry details of rotor and stator for Case-1 in CF Turbo

Figure 3.6:Meshed Model 2D view of the compressor stage in Ansys CFX

Figure 3.7:Meshed Model 3D view of the compressor stage in Ansys CFX

Grid topology adopted in the present study is HOH grid as shown in figure 4.6 and figure 4.7, total number of
elements in the study is 1.6 million.
3.4 Computational Setup and Boundary Conditions

8330
TuijinJishu/Journal of Propulsion Technology
ISSN: 1001-4055
Vol. 44 No.4 (2023)

Analysis Type Steady State

Solver 3D Reynolds-Averaged Navier-Stokes - (3D RANS)
Turbulence Model Shear Stress Transport Turbulence Model - (SST)
Turbulence Intensity 1%
Turbulent length scale 1.5mm
Outlet Condition Static Pressure: 110 kPa
Interface Rotor exit – Stator inlet : Mixing zone
Solver Control High resolution advection scheme
Table 3.3: Numerical Setup details for CFD analysis in Ansys CFX

Table 3.4: Boundary conditions applied in CFD analysis in Ansys CFX

Boundary Conditions
Rotating Domain Speed 10000 RPM

Blade Tip Speed (m/s) 454

Inlet Total pressure 101.325 KPa

Inlet Total Temperature 288.15 K
Rotor Hub to Tip Ratio 0.700
Design Tip Clearance 0.2% of Span
Stator Hub to Tip Ratio 0.700

Figure 3.8:Boundary Conditions applied over the compressor stage in Ansys CFX
4. Results And Discussion
Computational results obtained, variation of Mach number contour and variation of static pressure contours over
the blade profile and velocity streamlines in the passage between the blades are reported case wise here in this
chapter. Discussions over the results obtained is made at the end of this chapter using comparison graphs of
blade loading, total pressure ratio, total temperature ratio, flow coefficient, head coefficient, blade loading
coefficient and isentropic efficiency of the stage.

8331
TuijinJishu/Journal of Propulsion Technology
ISSN: 1001-4055
Vol. 44 No.4 (2023)

Figure 4.1 :Obliqueshock formation over DCA stator blade in Case 6 – (MCA-DCA)

Figure 4.2 :Pressure Profile over Super Critical Airfoils[3]

Figure 4.3 :Coefficient of pressure variation over super critical airfoils across the chord length.[3]

8332
TuijinJishu/Journal of Propulsion Technology
ISSN: 1001-4055
Vol. 44 No.4 (2023)

4.1 Blade Pressure Loading Chart over Rotor and Stator Blades of all 9 Cases

Figure 4.4:Blade pressure loading chart over rotor blades of all 9 cases.
Blade pressure loading distribution over the rotor blades in all the cases examined is shown above in figure 4.4.
As we have discussed earlier the blade pressure loading should be uniform throughout the maximum extent of
the blade chord length/surface. MCA and DCA rotor blades are showing comparatively flat results over the
blade’s upper surface, while the pressure loading is slightly increased in NACA 65 rotor blades near to the
trailing edge.

Figure 4.5 :Blade pressure loading chart over stator blades of all 9 cases.

8333
TuijinJishu/Journal of Propulsion Technology
ISSN: 1001-4055
Vol. 44 No.4 (2023)

Blade pressure loading distribution over the stator blades in all the cases examined is shown above in figure 4.5.
As we have discussed in figure 4.4 over the rotor blades, MCA and DCA stator blades are also showing
comparatively flat results over the blade’s upper surface, while the pressure loading is slightly increased in
NACA 65 stator blades show a dip in the pressure loading at its mid chord and again it raises near the trailing
edge.
In comparison between MCA stator blade and DCA stator blade. DCA is showing good results as the pressure
loading is completely flat, while in MCA blades there is a slight rise in the pressure loads in the mid chord of the
blade.
4.2 Comparison of Total Pressure Ratio obtained in all 9 Cases

Total Pressure
CASE Airfoil Combination
Ratio

1 NACA_NACA 1.24058

2 NACA_MCA 1.23924

3 NACA_DCA 1.23923

4 MCA_MCA 1.24461

5 MCA_NACA 1.24432

6 MCA_DCA 1.24322

7 DCA_DCA 1.23566

8 DCA_NACA 1.23601

9 DCA_MCA 1.23639

Table 4.1:Tabulated values of Total Pressure Ratio obtained in all 9 Cases.

Figure 4.6 :Bar Chart in comparison of Total Pressure Ratio obtained in all 9 Cases
Total pressure ratio obtained in all 9 cases are tabulated in table 4.1 and comparison is made in figure 4.6. Case
4, 5 and 6 are showing higher pressure ratios of about 1.24322 to 1.24461. Case 4 shows the highest total
pressure ratio of 1.24461 and the least is observed in case 7 of 1.23566.

8334
TuijinJishu/Journal of Propulsion Technology
ISSN: 1001-4055
Vol. 44 No.4 (2023)

4.3 Comparison of Flow Coefficient in all 9 Cases

CASE Airfoil Combination Flow Coefficient

1 NACA_NACA 24.507

2 NACA_MCA 24.6495

3 NACA_DCA 24.5149

4 MCA_MCA 24.8714

5 MCA_NACA 24.6084

6 MCA_DCA 24.4005

7 DCA_DCA 24.0948

8 DCA_NACA 23.9279

9 DCA_MCA 24.1893

Table 4.2: Tabulated values of Flow Coefficient in all 9 Cases.

Figure 4.7 :Bar Chart in comparison of Flow Coefficient in all 9 Cases

Flow Coefficient in all 9 cases are tabulated in table 4.2 and comparison is made in figure 4.7 .Case 4, 5 and 6
are showing higher flow coefficient of about 24.8714 to 24.4005.Case 1, 2 and 3 are also resulting in flow
coefficient of 24.507 to 24.649. Case 4 shows the highest flow coefficient of 24.8714 and the least is observed
in case 8 of 23.9279.
4.4 Comparison of Blade Loading Coefficient in all 9 Cases

Blade Loading
CASE Airfoil Combination
Coefficient

1 NACA_NACA -7.96385

2 NACA_MCA -7.86814

3 NACA_DCA -7.9467

4 MCA_MCA -8.39066

8335
TuijinJishu/Journal of Propulsion Technology
ISSN: 1001-4055
Vol. 44 No.4 (2023)

5 MCA_NACA -8.39502

6 MCA_DCA -8.70122

7 DCA_DCA -8.07832

8 DCA_NACA -8.07604

9 DCA_MCA -8.39215

Table 4.3 :Tabulated values of Blade Loading Coefficient in all 9 Cases.

Figure 4.8 :Bar Chart in comparison of Blade Loading Coefficient in all 9 Cases
Blade Loading Coefficient in all 9 cases are tabulated in table 4.3 and comparison is made in figure 4.8. Case 4,
5 and 6 are showing lowerblade loading coefficient of about -8.39066 to -8.70122. Case 6 shows the lowest
blade loadingcoefficient of -8.39066 and the highest is observed in case 2 of -7.86814.
4.5 Comparison of Isentropic Efficiency in all 9 Cases

Isentropic
CASE Airfoil Combination
Efficiency

1 NACA_NACA 84.2

2 NACA_MCA 84.8

3 NACA_DCA 83.4

4 MCA_MCA 81.2

5 MCA_NACA 81.0

6 MCA_DCA 77.9

7 DCA_DCA 81.4

8 DCA_NACA 81.6

9 DCA_MCA 78.6

Table4.4:Tabulated values of Isentropic Efficiency in all 9 Cases.

8336
TuijinJishu/Journal of Propulsion Technology
ISSN: 1001-4055
Vol. 44 No.4 (2023)

Figure 4.9 :Bar Chart in comparison of Isentropic Efficiencyin all 9 Cases

Blade Loading Coefficient in all 9 cases are tabulated in table 4.4 and comparison is made in figure 4.9. Case 1,
2 and 3 are showing highestisentropic efficiency of about 84.2% to 83.4%. Case 6 shows the least isentropic
efficiencyof 77.9% and the highest among case 4, 5 and 6 is observed in case 4of 81.2%.
5. Conclusion
Design and computational study of a transonic axial flow compressor stage consisting of combination in NACA
65, Double Circular Arc (DCA) and Multiple Circular Arc Airfoil (MCA) airfoil blades is has been carried out.
The geometrical model of the compressor design was carried out using CFTurbo. Computational study is carried
out in Ansys CFX. NACA 65 blades were used for both rotor and stator in the initial design of a single stage
axial flow compressor. Steady state flow analysis was carried out at rotor speed of 10000 RPM with 5 kg/sec
mass flow rate at 1 atm inlet pressure conditions. 3D RANS solver equations were solved using Shear Stress
Transport (SST) model. High resolution advection scheme was considered for solver control. Grid dependence
study was carried out to confirm that the results obtained are independent of the grid size variations.Nine
different cases are considered for the study with the combinations of NACA 65, DCA and MCA profiles for
rotor and stator.The behavior of the shock waves on the cascade blades is observed. Shock wave is observed
when the free stream velocity reaches critical Mach number on the stator blades. The shock is stronger in the
mid chord of the NACA 65 blade, shock wave is followed immediately by a decelerating flow to the trailing
edge. MCA and DCA blade profiles give rise to weaker shocks. Elimination of flow acceleration over the upper
surface of the blade was due to the reduced curvature over the mid chord region of the blade resulting in weaker
shocks.Properties such as pressure,temperature, density experienced drastic changes downstream the shock
wave.There is a small vortex flow observed at the tip of the stator blade.Overall pressure ratio per stage is
observed to be achieved to 1.24.Among all cases, case 6 with MCA for rotor and DCA for stator gives relatively
similar results of case 4 with MCA for rotor and stator. Isentropic efficiency of the MCA-DCA combinations is
77.9%, it is the lowest of all combinations,while the MCA-MCA combination is 81.2%. Butthepressure loading
graphsshows that loading is uniformly distributed over DCA blades in stator than in MCA blades. Blade loading
coefficient for MCA-DCA blade configuration is the lowest -8.70122. Though the NACA _NACA,
NACA_MCA and NACA_DCA combinations results in higher isentropic efficiency, stands inferior in
comparison with other cases in other evaluating parameters such as flow coefficient, blade pressure loading
coefficient and total pressure ratio and total temperature ratios. Hence through my computational analysis over
the results obtained here I come to conclusion that the morphed NACA 65 series airfoilwith MCA-DCA
combinationfor rotor –stator gives an improved performance characteristics for the parameters considered for
the study.

8337
TuijinJishu/Journal of Propulsion Technology
ISSN: 1001-4055
Vol. 44 No.4 (2023)

6. References
[1] Meherwan P. Boyce, “Chapter 2, Axial Flow Compressors, Gas Turbine Engineering Handbook”, fourth
edition, Elsevier Science Publishers, 2011.
[2] Turbojet Engine, Cutaway, General Electric J85-GE-17A, National Air and Space Museum, Smithsonian
Institution, NASM-A19800072000, February 2021.
[3] HemendraJitendrarayBhuta, “Comparison of Centrifugal and Axial Flow Compressors for Small Gas
Turbine Applications”, Master’s thesis report, Dept. of Mechanical Engineering, B. S., Kansas State
University, 1961.
[4] John R. Erwin, Melvyn Savage, and James C. Emery, Two-Dimensional Low-Speed Cascade
Investigation of NACA Compressor Blade Sections having a Systematic Variation in Mean-Line
Loading”, Langley Aeronautical Laboratory, National Advisory Committee for Aeronautics (NACA)
Research Memorandum RM L53130b, pp. 26-39, 1953.
[5] Nilesh P Salunke, S Channiwala, “Design and Analysis of a Controlled Diffusion Aerofoil Section for an
Axial Compressor Stator and Effect of Incidence Angle and Mach No. on Performance of CDA”,
International Journal of Fluid Machinery and Systems Vol. 3, No. 1, January-March 2010.
[6] Choon-Man Jang, Ping Li and Kwang-Yong Kim, “Optimization of Blade Sweep in a Transonic Axial
Compressor Rotor”, Conference Paper · March 2005
[7] Li Da, Lu Hanan, Yang Zhe, Pan Tianyu, Du Hai and Li Qiushi, “Optimization of a Transonic axial flow
compressor under inlet total pressure distortion to enhance aerodynamic performance”, Engineering
Applications of Computational Fluid Mechanics,vol. 14, issue. 01, pp. 1002–1022, 2020.
[8] BotaoZhag, Ziaochen Mao, Xiaoxing Wu and Bo Liu, “Effects of Tip Leakage Flow on the Aerodynamic
Performance and Stability of an Axial-Flow Transonic Compressor Stage”, Energies, 14, 4168, 2021.
[9] K L Suder “Blockage Development in a Transonic, Axial Compressor Rotor”, Journal of
Turbomachinery, Vol. 120 / 465, JULY 1998.
[10] J. J. Adamczyk, M. L. Celestina, E. M. Greitzer, “The Role of Tip Clearance in High-Speed Fan Stall”,
Transactions of the ASME, Vol. 115, 1993.
[11] Guangyao An, Yanhui Wu, Stephen Spence, Jinhua Lang, Zhiyang Chen1 and Yasser MahmoudiLarimi,
“Numerical investigation into the mechanism regarding the inception and evolution of flow unsteadiness
induced by the tip leakage flow in a transonic compressor”, Proc IMechE Part A: J Power and Energy
0(0) 1–15 I Mech E 2020.
[12] Srinivas G1, Raghunandana K and Satish Shenoy B, “Recent developments of axial flow compressors
under transonic flow conditions”, Frontiers in Automobile and Mechanical Engineering, IOP Publishing
IOP Conf. Series: Materials Science and Engineering 197 (2017) 012078 doi:10.1088/1757
899X/197/1/012078
[13] C-S Ahn and K-Y Kim “Aerodynamic design optimization of a compressor rotor with Navier–Stokes
analysis”, Proc. Instn Mech. Engrs Vol. 217 Part A: J. Power and Energy A00902 Imech E 2003.
[14] Luis E Ferrer-Vidal1, VassiliosPachidis and Richard J Tunstall “Generating axial compressor maps to
zero speed”, Proc IMechE Part A: J Power and Energy 0(0) 1–18 I Mech E 2020 DOI:
10.1177/0957650920976052 journals.sagepub.com/home/pia SAGE
[15] Luis E Ferrer-Vidal1, VassiliosPachidis and Richard J Tunstall “Generating axial compressor maps to
zero speed”, Proc IMechE Part A: J Power and Energy 0(0) 1–18 I Mech E 2020. DOI:
10.1177/0957650920976052 journals.sagepub.com/home/pia SAGE
[16] H. Rechter, W. Steinert and K. Lehmann,” Comparison of Controlled Diffusion Airfoils With
Conventional NACA 65 Airfoils Developed for Stator Blade Application in a Multistage Axial
Compressor” Transactions of the ASM E, Vol. 107, APRIL 1985.
[17] R. F. BEHLKE, “The Development of a Second-Generation of Controlled Diffusion Airfoils for
Multistage Compressors” Presented at the 1985 Beijing International Gas Turbine Symposium and
Exposition Beijing, People's Republic of China — September 1-7, 1985.

8338
TuijinJishu/Journal of Propulsion Technology
ISSN: 1001-4055
Vol. 44 No.4 (2023)

[18] Royce D. Moore and Lonnie Reid “Performance of Single-Stage 4-Axial-Flow Transonic Compressor
With Rotor and Stator Aspect Ratios of 1.63 and 1.77, Respectively, and With Design Pressure Ratio of
2.05”, NASA Technical Paper.
[19] Akshaya C and Vinayaka N, “A Study on Transonic Aerodynamics of Axial Compressor Cascade Blades
at Higher Altitudes” International Journal of Innovative Research in Science,Engineering and
Technology Vol. 8, Issue 3, March 2019.
[20] Katsushi Nagai, Kazuaki Ikesawa, Takao Sugimoto, Toshinao Tanaka, Hiroshi Umino and Takeshi
Ryuguji “Design and Development of a Two Stage Transonic Axial Flow Compressor” The American
Society of Mechanical Engineers, 345 E. 47th St, New York, N.Y. 10017.
[21] Justin (Jongsik) Oh, “Numerical Efforts of Aerodynamic Re-Design in a Single-Stage Transonic Axial
Compressor Part 1: Stator Design” Proceedings of ASME Turbo Expo 2017: Turbomachinery Technical
Conference and ExpositionGT2017 June 26-30, 2017, Charlotte, NC, USA.
[22] Yangang Wang1, Arvind G. Rao, Georg Eitelberg “Study of Shock Wave Control by Suction & Blowing
on a Highlyloaded Transonic Compressor Cascade” Article in International Journal of Turbo and Jet
Engines · March 2013. DOI: 10.1515/tjj-2013-0005
[23] Bo Song* Wing F. Ng, “Influence of Axial Velocity Density Ratio in Cascade Testing of Supercritical
Compressor Blades” 40th AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit 11 - 14
July 2004, Fort Lauderdale, Florida
[24] Hidetaka Okui, Tom Verstraete, R.A.Van den Braembussche, ZuheyrAlsalihi, “Three Dimensional
Design and Optimization of a Transonic Rotor in Axial Flow Compressorsthree Dimensional Design and
Optimization of a Transonic Rotor in Axial Flow Compressors”, Proceedings of ASME Turbo Expo
2011 GT2011 June 6-10, 2011, Vancouver, British Columbia, Canada.

8339