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Another reason for engine stall is high compressor inlet air temperatures. High-speed aircraft may experience an inlet air temperature of 250°F because of ram effect. Another reason for engine stall is high compressor inlet air temperatures. These high temperatures cause low compression ratios (due to air density changes) and will also cause choking in the rear of the compressor. This choking-stall condition is the same stall condition caused by low engine revolutions per minute (RPM). Each stage of a compressor should develop the same pressure ratio as all other stages. When the engine slows down or the compressor inlet air temperature climbs, the front stages supply too much air for the rear stages to handle, and the rear stages will choke. There are five basic ways manufacturers can correct this front-end, low-speed, high temperature stall: 1. Lowering the angle of attack on the front stages so the high angles at low engine speed are not stall angles. 2. Installing a bleed valve in the middle or rear of the compressor to bleed air and increase airflow in the front of the compressor at low engine speeds. 3. Splitting the compressor into two rotors and designing the front rotor rpm to decrease more than the rear rotor at low speeds, so low front-rotor speed will equal the low choked airflow. 4. Installing variable inlet-guide vanes and variable stators in the front of the first series of compressor stages so the angle of attack is changed at low engine speed. 5. Using a variable-area exhaust nozzle to unload the compressor during acceleration. The stator has rows of blades or vanes dovetailed into split rings and attached inside an enclosing case. The stator vanes project radially toward the rotor axis and fit closely on either side of each stage of the rotor. The compressor case, into which the stator vanes fit, is horizontally divided into halves. Either the upper or lower half is removed for inspection or maintenance of the rotor and stator blade. The function of the vanes is twofold. They receive air from the air inlet duct or from each preceding stage of the compressor. It is delivered to the next stage or to the burners at a workable velocity and pressure. They also control the direction of air to each rotor stage to get the maximum compressor blade efficiency. The rotor blades are in front of the inlet guide vane assembly. The guide vanes impart a swirling motion to the air entering the compressor in the direction of engine rotation. This motion improves the aerodynamic characteristics of the compressor by reducing the drag on the first-stage rotor blades. The inlet guide vanes are curved and airfoil shaped. The vanes are made of steel alloy, many with a protective coating to prevent erosion. They are welded to steel inner and outer shrouds. The variable inlet-guide vanes are fitted and pinned to spherical bearings that are retained in the compressor front frame. At the discharge end of the compressor, the stator vanes straighten the airflow to cut turbulence. These are straightening vanes or the exit guide vanes. The casings of axial-flow compressors support the stator vanes and provide the outer wall of the axial path the air follows. They also tap off compressor air for various purposes, such as cockpit pressurization and heating, or fuel tank pressurization. There are outlet ports for bleeding off compressor air at different stages, depending on the pressure or temperature desired. (The temperature rises proportionately with pressure increase.) The stator vanes are made of steel with corrosion- and erosion-resistant qualities. Frequently they are enclosed by a band of suitable material to simplify the fastening problem. The vanes are welded into the shrouds; then, the outer shroud is secured to the compressor housing inner wall by radial retaining screws. The rotor blades are made of stainless or semi-stainless steel. Methods of attaching NOTE A combination of any of the above may be used. 1-14PDF Image | JET ENGINE THEORY AND DESIGN
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