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Master Thesis Report 3D Flow Simulation of the NASA Rotor 67 dynamic interface plane was quantified as a function of the radial position. As previously described, distortion is by definition a region of the flow with a lower stagnation pres- sure. It is a result of the incomplete mixing of the freestream and the boundary layer flow. The resulting total pressure distortion is essentially an axial velocity distortion which leads to a change in the angle of attack of the flow approaching the compressor blade. As the axial velocity reduces due to inlet distortion and the rotor speed remain constant, the reduction in axial velocity leads to an increase in the angle of attack (reduced surge margin) and hence the blade loading. At the extreme end, the blade is driven towards stall if the flow incidence angle becomes too large. For the overall rotor assembly, the inlet distortion environment causes some blade to do more work than other blades while some blades might stall leading to instability of the entire compressor/fan. A visualization of the total pressure and velocity contour across the inlet and outlet domain of the finalized inlet configuration is presented in figure 7.5 and 7.6. It can be seen that a region of lower stagnation pressure is found at the bottom segment of both the inlet and outlet plane. This is ex- pected since the ingested fuselage boundary layer tend to accumulates at the bottom segment of both planes. The intake boundary condition was obtained based on the velocity profiles obtained over the aft fuselage of the Blended Wing Body. As for the Blended Wing Body, it was assumed to be operating under cruise flight condition with the following parameters given in table 7.1 [17]. Figure 7.5: Total Pressure Contour at the Inlet and Outlet Plane of the Inlet Configuration The mass flow averaged total conditions across the inlet and outlet plane of the finalized inlet con- figuration is given in table 7.2. These were extracted from the CFD results of the finalised inlet configuration. As shown above, the fluid flow through the finalized inlet design leads to a total pressure loss and velocity deficit of 3.59% and 13% respectively with reference to the inlet plane. For the case of this inlet design and operating condition, the reduction in velocity is more critical than the total pressure loss. In order to quantify the overall loss with respect to a case without boundary layer ingestion, the calculated mass flow averaged total condition at the outlet plane shall be compared with respect to 73PDF Image | Aerodynamic Design of the NASA Rotor 67 for Non Uniform Inflow
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