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Forced Response of the Mistuned First Stage

Compressor Bladed Disc of an Aircraft EngineExperimental and Numerical Results
Article June 2014

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Forced Response of the Mistuned First Stage Compressor

Bladed Disc of an Aircraft Engine-Experimental and
Numerical Results
1

R. Rzadkowski1 , M. Drewczynski
, M. Maurin1 and R. Szczepanik2
1
The Szewalski Institute of Fluid Flow Machinery Gdansk, Poland
2
Air Force Institute of Technology Warsaw, Poland
z3@imp.gda.pl

Abstract
There have been a number of aircraft first stage compressor blade failures. A total of 28 damaged
rotor blades have been reported. An experiment was carried out on a first stage rotor blade in the
compressor of an aircraft engine at the air force institute of technology in warsaw. The natural frequencies
of rotor blades were measured. Next the tip-timing measurement of rotor blade was done in an engine
working at various speeds. Various operation conditions were assumed, such as the presence of a foreign
object in the engine inlet. Structure and flow calculations were carried out to compare the experimental
results. The FEM was used to calculate the natural frequencies of a mistuned bladed disc. The FLUENT
code was used to calculate the unsteady forces acting on rotor blades. The mistuned bladed disc was
forced to vibrate when rotating at 15000 rpm.
Keywords: Rotor blades, Forced vibration, Mistuning

Introduction

Investigations into the effect of blade mistuning on free and forced bladed disc vibrations have
been presented by Wagner[1] , Dye and Henry[2] , Ewins[3] , El-Bayoumy and Srinivasan[4] , Irretier[5] ,
Rzadkowski[68] , Wei and Pierre[9, 10] , Castanier and Pierre[11] , Lombard et al.[12] , He et al.[13] , Avalos
and Mignolet[14] , Han and Mignolet[15] , Ganine et al.[16] , Avalos et al.[17] , Kaneko et al.[18] , Petrov
et al.[19] , Petrov[20] .
The effect of mistuning on the boundaries of aeroelastic stability has also received considerable
attention: Dugundji and Bundas[21] , Kaza and Kielb[22] , Valero and Bendiksen[23] , Crawley and Hall[24] ,
Khader and Loewy[25] , and Rzadkowski and Kovalov[26] , Sayama et al.[27] , Sayama et al.[28] . All these
investigations concluded that blade mistuning has a stabilizing effect on bladed disks, regardless of
whether they are on a rigid or flexible shaft.
Crawley[29] considered a bladed disc-shaft system as an assembly of flexible blades, cantilevered to
a rigid disc. He examined the effect of rigid disc motion on a severely mistuned bladed disc. Recently,
multi-stage effects have started being analyzed[3033] .
In most of the above articles the mistuning was not based on measurements taken from real gas
turbines.
JOURNAL OF VIBRATION ENGINEERING & TECHNOLOGIES, Vol. 2, No. 3, June 2014

KRISHTEL eMAGING SOLUTIONS PVT. LTD.,

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In this paper the free and forced vibrations of real tuned and mistuned bladed discs of the first
compressor stage of an ISKRA aircraft (Fig. 1) aircraft engine are presented. A spin-softening effect was
also included in FE model of the bladed disc as it is very important in calculating the distribution and
level of stress. See[36] , where the spin-softening was not included. The numerical results are compared
with experimental ones.

Experimental and Numerical Results

Experiments were carried out on a first stage rotor

blade in the compressor of an aircraft engine at the Air
Force Institute of Technology in Warsaw to measure the
blade amplitude[34] .
The rotor blade and disc of the first stage was made of
steel 18 H2N2. Table 1 presents the material properties
of the blade and bladed disc.
The blade length is Lo = 0.1063 [m], the radius of
blade attachment in the disc is Ro = 0.2077 [m], the
number of rotor blades in the stage is N2 = 28 and the
Fig. 1 ISKRA plane
number of stator blades is N1 = 34.
FEM was used to calculate the natural frequencies of
Table 1 Blade material properties
the blades and bladed discs. Eight-node isoparametric
elements were used in ANSYS to model the blades and
Rm
R0.2
E 105

bladed discs.
MPa MPa
MPa
kg/m3

Three FEM models of bladed discs were considered.

2.04
7850
0.3
1100
800
Model A, a tuned bladed disc where all the blades have
a first natural frequency of 346 Hz. Model B, where the
natural frequencies of blades change from 334 Hz to 359 Hz (Fig. 2) and the rate of mistuning is 3.6%.
Model C, where the frequencies of blades change from 318 Hz to 385 Hz (Fig. 3) and the rate of mistuning
is 9.53%[34] .

Fig. 2

Blade mistuning pattern in model B

Fig. 3

Blade mistuning pattern in model C

FORCED RESPONSE OF THE MISTUNED FIRST STAGE COMPRESSOR BLADED DISC

255

The rotor blademistuning patterns of Model B

and Model C are taken from measurements of
the first natural frequencies of blades in a real
bladed disc in an aircraft engine first compressor
stage[34] .
In the experiment a crack was initiated in
the 1st compressor stage with 9.53% blade
mistuning[34] by placing rectangular blocks
(125 100 mm) on the stator blades (Fig. 4),
which in real life could be caused by birds
engulfed in the engine. Figure 5 presents the
rotor blade tip-timing measurement in the case of
Fig. 4 Test ring of an aircraft jet engine
a foreign object being placed on the stator blade.
The displacements of the first 14 rotor blades
were shown in relation to the rotation speed. In the experiment the maximal amplitude of blades was
observed at different rotation speeds from 15000 to 16000 rpm. Rotation stall was observed at speeds
between 7000 and 10000 rpm.

Free Vibration

The natural frequencies of the bladed discs of models A, B and C were calculated using the ANSYS
code (Table 2).
The mistuning was modeled by changing the blades Young modulus. The natural frequency of
a single blade in Model A equalled 346 Hz, therefore the natural frequencies of the bladed disc

Fig. 5

The measured (tip-timing) amplitudes of the rotor blades in the first compressor stage for various
rotational speeds and with a foreign object placed in the stator blades

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Table 1 Natural frequencies for three models of bladed discs for non rotating systems
Model A 0%
of Mistuning
[Hz]
0 rpm
15000 rpm
342.20
497.00
342.20
497.02
342.71
497.02
342.71
498.47
343.00
498.47
344.33
500.24
344.33
500.24
344.62
500.49
344.62
500.49
500.56
344.72
344.72
500.56
344.78
500.61
344.78
500.61

Model B 3.6%
of Mistuning
[Hz]
0 rpm
15000 rpm
331.94
497.23
335.62
499.46
335.85
499.82
338.76
501.82
339.03
501.92
339.18
502.41
340.84
503.29
340.94
503.57
341.18
503.79
342.93
504.78
343.22
504.95
343.33
505.18
344.29
506.25

Model C 9.5%
of Mistuning
[Hz]
0 rpm
15000 rpm
316.10
486.62
319.12
488.64
323.11
489.56
491.15
323.65
326.11
492.07
330.05
493.59
330.84
496.16
332.14
496.53
333.78
497.72
498.60

500.10

501.83

501.90

were less than 346 Hz in the first series. The modes of the bladed disc were classified by using an
analogy with axisymmetric modes, which were mainly characterised by nodal lines lying along the
diameters of the structure and having a constant angular spacing. They were either zero (k = 0),
one (k = l), two (k = 2), or more (k > 2) nodal diameter bending or torsion modes. Series 1
was associated with the first natural frequency of the single cantilever blade. Series 2 was associated
with the second natural frequency of the single cantilever blade; and so on, k is the number of nodal
diameters.
For the tuned bladed disc, double modes of vibration appeared in cases with up to 14 nodal diameters
for 28 rotor blades from different series. The tuned bladed disc frequencies in relation to nodal diameter
diagram for Model A are presented in Fig. 6, which shows that the influence of the disc on blade vibration
is small.
It is known that mistuning causes the splitting of the doubled bending frequencies of the tuned system.
For example, the 342.20 Hz mode of Model A splits into 331.94 Hz and 335.62 in Model B and 316.10 Hz
and 319.12 Hz in Model C. But mode shapes are difficult to associate with the nodal diameters, because
of the considerable rigidity of the disc.
Figure 7 presents the 331.94 Hz mode shape (Model B). In this mode only one blade (number 16,
frequency 334 Hz Fig. 2) is vibrating.
In case of the 335.62 Hz mode (Model B), only two blades vibrate (5 and 25, Fig. 2, natural
frequency 338 Hz) (Fig. 8). Both these blades vibrate at 335.62 Hz, but blade number 5 vibrates with
greater amplitude. In the 335.85 Hz mode only two blades vibrate, but this time the blade 25 (with natural
frequencies 338 Hz) is the one that vibrates with greater amplitude. The similar behavior is seen for the
modes in Model C. In the case of the 316.10 Hz mode (Fig. 9) and the 319.12 Hz mode (Fig. 10) only
one blade vibrates. In the 316.10 Hz mode only blade 4 (Fig. 3) vibrates, whereas in the 319.12 Hz mode
only blade 19 vibrates.

FORCED RESPONSE OF THE MISTUNED FIRST STAGE COMPRESSOR BLADED DISC

Fig. 6

The tuned bladed disc frequencies in relation to

nodal diameter diagram for the first compressor
stage of aircraft jet engine

Fig. 8

Mode shape at 335.62 Hz in

model C

Fig. 9

Fig. 7

257

Mode shape at 331.94 Hz in

model B

Mode shape at 316.10 Hz in

model C

Forced Vibration

In order to compare the experimental results with numerical results, forced vibration analyses were
carried out on tuned and mistuned bladed discs. The analyses were carried out with a foreign object
placed on the stator blades and also without the foreign object.
The unsteady forces acting on the rotor blades were calculated for the 3D non-viscous flow of ideal
gas (15000 rpm) through the stator-rotor-stator stage using the FLUENT code[35] .
A 3D model of the first stage of an aircraft jet engine compressor is shown in Fig. 11. The model,
created using the Gambit program, consists of 44 blades in the Inlet Stator Cascade, 28 blades in the
Rotor Cascade (only one of which is seen in the picture) and 34 blades in the Stator Cascade of the first
stage. The reference rotor blade in Fig. 11 is divided into 10 cross-sections.

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Fig. 10

Mode shape at 319.12 Hz in

model C

Fig. 12

View of inlets segments

Fig. 11

Fig. 13

Vol. 2, No. 3, June 2014

CFD model of an aircraft engine first

stage compressor

Contours of mach number blocked area

In order to model the block (125 100 mm Fig. 4) in the inlet of the engine, 1/4 of the area was
divided into 11 segments. During the simulations three operating states were analysed. The first was the
nominal state (fully-opened inlet), the second was the state in which one of these segments was blocked
(Fig. 12) and the third was the state in which four of these segments were blocked.
The fourth partially blocked inlet caused a local disturbance of the flow. Figure 13 presents the contour
Mach number in the stage around the blocked area.
Figure 14 presents a comparison of results for an unblocked inlet, a single blocked inlet segment
and four blocked inlet segments. It is clearly visible that the blocked inlet segment has a strong local
influence on the amplitude. Figure 14 shows the axial force in operating conditions (with unblocked
inlet, the smallest value) and the off design case (with one and four blocked in let segment-the maximal
amplitude).
The graph clearly shows that the four blocked inlet segments have a stronger local influence than the
single blocked inlet segment. The local maximum for the four segments was slightly above 100 N, while
for the single segment it was 50 N.

FORCED RESPONSE OF THE MISTUNED FIRST STAGE COMPRESSOR BLADED DISC

Fig. 14

The average force for nominal state,

for a single blocked inlet segment and for a
four blocked inlet segments

Fig. 16

Fig. 15

Campbell diagram for first compressor stage

of aircraft engine

259

Unsteady axial force harmonics (comparison of blocked and unblocked inlet)

Fig. 17

Unsteady forces applied

to the rotor blades

The four blocked inlet segments caused low-frequency harmonics of a higher amplitude (30% of the
steady part) than the single blocked inlet with just 7% of the steady part (Fig. 15).
From the Campbell diagram of the first stage compressor tuned bladed disc (Fig. 16), one can see that
2EO excitation at 15000 rpm can cause blade resonance stress.
On the basis of CFD calculations, 2EO excitation was applied to the blades in all the bladed disc
models (A, B and C) in axial and circumferential directions (Fig. 17).
The values of steady state forces for four blocked segments are presented in Table 3, while the unsteady
forces amplitudes are presented in Table 4.
The calculations were carried out at 14000 to 15400 rpm for the 0.2 Hz step, with modal damping
at 0.005. The maximum value of blade stress on the leading edge in the first cross-section for a tuned
bladed disc was 260 MPa for four blocked segment.

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Table 3. Steady state force acting on

the rotor blade cross-sections for four
blocked segments
Crosssection

1
2
3
4
5
6
7
8
9
10
SUM

Fig. 18

Fx
[N]
1.2948
1.8618
2.3261
2.7138
3.0462
3.3743
3.6936
4.0260
4.2029
4.3208
30.8603

Fy
[N]
6.0274
5.4571
5.5158
5.4332
5.2518
5.0435
4.8003
4.5696
4.1829
3.8253
50.1069

Maximal stress in blades with 3.6% mistuning for vibration frequencies in the 2EO
resonance range and for tuned bladed disc

Vol. 2, No. 3, June 2014

Table 4. Unsteady forces amplitude

acting on the rotor blade cross-sections
for four blocked segments
Crosssection

1
2
3
4
5
6
7
8
9
10

Fig. 19

Fx
[N]
0.6006
0.5656
0.5692
0.5228
0.4565
0.4426
0.4318
0.3405
0.0571
0.4024

Fy
[N]
1.371
1.302
1.258
1.126
0.944
0.831
0.676
0.440
0.0283
0.2913

Stress amplitudes in region of blade 1

The maximal bladed stress increase for the mistuned bladed disc (3.6% in Model B) was 36% in
relation to the tuned disc (Fig. 18).
Mistuning causes additional resonances associated with the vibration of individual blades. Thus in
Fig. 18 we can see the resonance peaks for individual blades. The blade number appears above the
resonance curve. In the tuned bladed disc we see only one resonance peak for all blades.
The maximal values of stress appeared in blade 1 with natural frequency of 343 Hz (Fig. 19), and
503.57 Hz for excitation. The maximum amplitude was approximately 360 MPa.

FORCED RESPONSE OF THE MISTUNED FIRST STAGE COMPRESSOR BLADED DISC

Fig. 20

Fig. 22

Mode shape with maximal value of stress

in model B, for excitation 503 Hz

Mode shape with maximal value of stress

in model C

Fig. 21

Fig. 23

261

Maximal stress in blades with 9.5%

mistuning for vibration frequencies in
the 2EO resonance range and for tuned
bladed disc

Stress amplitudes in region of

blade 26

Close to 503 Hz other blades on this disc with similar frequencies (12, 15, 22, 23) were also deformed
(see Figs. 19, 20). For excitation frequency 499.6 Hz the maximal amplitude appeared on blade 25
(Fig. 18). Generally, each mistuned blade on the disc experienced its maximum at a different time during
run-up.
The maximal bladed stress increase for the mistuned bladed disc (9.5% in Model C) was almost 26%
in relation to the tuned disc (Fig. 21).
As in the previous case, mistuning causes additional resonances associated with the vibration of
individual blades. In this case the situation was similar.
The maximal values of stress appeared in blade 26 with natural frequency 349 Hz (Fig. 22) for
507.88 Hz excitation. The maximum amplitude was approximately 330 MPa. Other blades with similar
frequencies also become deformed on this disc (Fig. 23).

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Conclusions

In this paper the free and forced vibration of real tuned and mistuned bladed discs of an aircraft engine
first compressor stage were presented.The FLUENT code was used to calculate the unsteady forces
acting on the rotor blades.
There were three bladed disc models. In Model B (3.6% mistuning) the maximal blade stress increased
by 36% in relation to the tuned bladed disc (Model A), whereas in Model C (9.5% mistuning) maximal
blade stress increased by 26%. In Model C the maximal stress values were similar to the experiment for
four blocked segments in the inlet one sector.
Nevertheless, the numerical models confirmed the experimental results in that the maximal stress in
blades did not occur simultaneously.
This research has been financed from Polish Government funds for the years 2012 2014 as a
development project PBS1/B4/5/2012.

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