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closely and the incidence angles are minimized. To achieve the current flow pattern, multiple steps of modification are applied to the blades. In the original case, the deviation angle at the exit of each stator and rotor row caused a huge incidence angle at the inlet of the next component. This caused the flow to not follow the next component’s inlet metal angle which created big flow separations and reduced the generated power by up to 75%. The effects of exit deviation angle seemed to be more intense due to the high rotational speed and high exit metal angles. These factors make the small deviation angle (below 6 degrees) to amplify in the following component and create large incidence angles (up to 45 degrees). In order to fix this problem, the stagger angles of each stator and rotor components are slightly modified (each blade was rotated 5-6 degrees). This change in the stagger angle makes up for the deviation angle at the exit of each component, reducing the incidence angle at the following component. As shown in Figure 55, by applying this modification the incidence angle in all components are minimized and the separations are dramatically reduced. Figure 56 shows the midspan Mach number distribution in the relative frame over the three stages. Different parameters are noticeable in this figure. First is the local maximum Mach numbers which occurs at the throats. The Mach numbers are kept under 1 to prevent sonic flow which could lead to shock and increasing losses. The next parameter to notice is the approach stream Mach number. As shown in Figure 56, the average approach stream Mach number over the first injectors is about 0.1. Based on the experiments run by Baxter and Lefebvre [62], this Mach number allows for an appropriate margin of flame stability in a bluff body stabilized combustion. The first combustion stage 87PDF Image | DEVELOPMENT OF AN ULTRA-HIGH EFFICIENCY GAS TURBINE ENGINE (UHEGT
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