Proceedings of ASME Turbo Expo 2016: Turbomachinery Technical Conference and Exposition
GT2016
June 13 – 17, 2016, Seoul, South Korea
AERODYNAMIC DESIGN OF A HIGHLY LOADED AXIAL FLOW FAN ROTOR USING
A NOVEL ONE-DIMENSIONAL DESIGN METHOD WITH ITS NUMERICAL
SIMULATION
Ali Shahsavari
Master of Science, Department of Mechanical
Engineering, Isfahan University of Technology,
Isfahan, Isfahan, Iran
ABSTRACT
This paper presents a novel one-dimensional design
method based on the radial equilibrium theory and constant
span-wise diffusion factor to redesign of NASA rotor 67 just
aerodynamically with a higher pressure ratio at the same design
point. A one-dimensional design code is developed to obtain the
meridional plane and blade to blade geometry of rotor to reach
the three-dimensional view of rotor blades. To verify the
redesigned rotor, its flow numerical simulation is carried out to
compute its performance curve. The experimental performance
curve of NASA rotor 67 is used for validation of the numerical
results. Structured mesh with finer grids near walls is used to
capture flow field and boundary layer effects. RANS equations
are solved by finite volume method for rotating zones and
stationary zones. The numerical results of the new rotor show
about 9% increase in its pressure ratio at both design and off
design mass flow rate. The new rotor has a higher outlet
velocity through its upper span improving bypass ratio of a
turbofan engine. To prove the new fan ability of producing
more bypass ratio, a thermodynamic analysis is conducted. The
results of this analysis show 13% increase in bypass ratio and
5.7% decline in specific fuel consumption in comparison to
NASA rotor 67.
INTRODUCTION
Fan pressure ratio and bypass ratio play an important role
in turbofan engines to achieve higher propulsive efficiency and
lower specific fuel consumption. Higher pressure ratio per stage
of fans and compressors increases turbofan cycle efficiency and
reduces number of stages. Specific fuel consumption has
always been challenging for commercial aircraft’s designers.
Many papers have been published in order to increase fan
pressure ratio. Most of these researches have focused on
optimizing particular current geometries, rather than discussing
about fundamentals of increasing blade loadings. In these
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GT2016-57333
Mahdi Nili-Ahmadabadi
Assistant Professor, Department of Mechanical
Engineering, Isfahan University of Technology,
Isfahan, Isfahan, Iran
researches, due to constraints of optimization, fan or
compressor performance has not changed significantly [1, 2
and 3].Bruno Eck [4] presented meridionally accelerated axial
flow fan with very high pressure ratio. He designed a fan
according to a ratio of outlet to inlet axial velocity which was
obtained by diminished meridional cross section; however, he
did not consider combination of radial equilibrium with loading
limits in his theory so that he applied vortex law with constant
axial velocity distribution in rotor outlet.Tony Dickens [5]
focused on increasing fan pressure ratio per stage by means of
highly loaded blade rows. He investigated the effect of blade
inlet angle and loading on its performance. He used constant
work (without total enthalpy change) across the span which had
greater hub loading than tip. His results showed that highly
loaded blade has a lower efficiency than conventionally loaded
one.
Zeng Yueliu [6] investigated the effect of load distribution on
fan total pressure ratio. He designed cases with different span-
wise circulation and outlet absolute Mach number distribution.
His results showed that increasing pressure ratio in span , can
results in better reaction distribution and approximately
spanwise uniform absolute outlet Mach number. He did not
attend to aerodynamic loading limits and radial equilibrium in
rotor outlet.
Most of attempts related to increase of fan bypass ratio have
focused on increasing fan diameter and finding solution for its
consequences. Difficulties of increasing bypass ratio are in
general structural or aerodynamic; for example, one of
aerodynamic problems is spool speed mismatching between
power turbine and fan due to their different aerodynamic
requirements. Another aerodynamic problem is related to
increase of engine drag caused by larger fan diameter.
Increasing fan tip speed because of enlarging its diameter (to
achieve more bypass air) was solved by using three-spool
 turbofan [7 and 8] or geared turbofan engine [9]. However, w Relative velocity [m/s]
these solutions are really complicated and expensive to design Greek letters
or assemble. Xiang Xin [10] suggested a tip driving fan as an
α Flow angle degree
alternative to geared turbofans and three-spool structures. His
suggestion introduced a separated cold duct fan driven by an β Blade angle degree
aerodynamic couple with core of fan instead of mechanical γ Specific heat ratio
couple with power turbine. His suggested design was really δ Deviation angle degree
complicated; in addition, it had high aerodynamic losses and
ƞ Efficiency
needed many extra components. It is noteworthy that all these
mentioned solutions are incapable of increasing bypass in a λ Stagger Angle degree
constant diameter; consequently, many problems of increasing ρ Density [Kg/m3]
diameter still exist [11]. σ Solidity
The present study introduces an innovative aerodynamic
φ Camber angle degree
redesign of Rotor 67 based on constant diffusion factor and
radial equilibrium in order to increase total pressure ratio and Ψ Loading coefficient
improve bypass ratio without enlarging fan diameter or ω Angular velocity [rad/s]
employing any other extra component. All input design Subscripts
parameters such as mass flow rate, hub to tip ratio, aspect ratio, 0 Total properties of fluid
tip diameter and angular velocity are taken from Rotor 67. One
of the main differences of new designed fan rather than 1 Inlet
conventional ones is non constant work across the span that 2 Outlet
results in non-constant span-wise axial velocity distribution in a Relates to atmosphere
the rotor outlet. A computer program based on aforementioned c Compressor, Cold duct
theory is used to extract the geometry of the new rotor. The
h Hot duct
redesigned fan is simulated by a RANS flow solver with SST
turbulence model to obtain performance curve. New designed j Number of radial section
fan has higher pressure ratio especially at the top half of the LE Leading edge
blades which can result more pressure thrust due to cold duct max Maximum value
choking.
me mechanical
NOMENCLATURE n Relates to nozzle
AR Aspect ratio sb Relates to subsonic
c Absolute velocity [m/s] ss Relates to supersonic
cd Chord [m] t Total, Relates to turbine
cp Specific heat capacity [J/(kg.K)] TE Trailing edge
DF Diffusion factor x Axial direction
dH De-Haller number θ Tangential direction
h Enthalpy [kJ/kg]
ORIGINAL GEOMETRY SPECIFICATION
HTR Hub to tip ratio
The NASA Rotor 67 is used in the present study. Its main
i Incidence angle degree geometry parameters are summarized in Table 1. It is the front
m Mass flow rate [kg/s] stage of a transonic axial flow fan used in heavy duty gas
P Pressure [Pa] turbines. The controlled diffusion airfoil is used to define
r Radius [m] multiple circular blade sections from hub to tip. The other
sections are obtained by interpolation in radial direction. For
rp Total pressure ratio more detailed geometry and experimental data, one can refer to
Rn Reaction [12].
s Entropy [kJ/(kg.K)]
Table 1 Specification of Rotor 67 at design point [1]
sfc Specific fuel consumption
T Temperature [K] Parameter Value
t Thickness of blade [m] Pressure ratio 1.63
TIT Turbine inlet temperature [K] Mass flow rate (kg/s) 33.25
U Blade velocity [m/s] Number of rotor blades 22

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 Rotational speed (rpm) 16043 d (U .c 2 )
 (dH .w1 ) 2  (U  c 2 ) 2 .
Tip relative Mach number 1.38 dr
d d
Tip clearance (mm) 1.016 ( (dH .w1 ) 2  (U  c 2 ) 2 )  c 2 . (rc 2 ) (6)
Isentropic efficiency 90% dr dr
Aspect ratio 1.56 c 2  r 1  (dH )2 (7)
Inlet hub tip ratio 0.375
Outlet hub tip ratio 0.478 cx 2  2(r )2 .(dH 2  1  1  dH 2 )  (dH .ca1 ) 2 (8)
Tip diameter(cm) 25.7
Eq. (7) shows a force vortex span-wise swirl velocity
FUNDAMENTAL EQUATIONS distribution which satisfies the radial equilibrium in spite of
The main idea of this paper is to redesign NASA Rotor 67 constant de-Haller number. Figure 1 shows velocity diagram in
based on constant de-Haller number and radial equilibrium different blade sections. As shown in the figure, axial velocity
equation to use full aerodynamic capacity of the whole blade to at the rotor outlet increases with radius.
produce higher pressure ratio and more bypass air. Eqs. (1) and
(2) show radial equilibrium equation neglecting radial velocity
at the rotor outlet. Since it is supposed to design the first stage
of an axial fan, the entropy gradient is neglected [13]. In most
of blades designed based on radial equilibrium strategy such as
free vortex, the energy addition to the fluid flow through the
rotor is uniform by radius [5 and 14]. But in the present study,
this assumption is replaced by a non-uniform energy addition to
the fluid flow. Therefore, in Eqs. (1) and (2), total enthalpy has
radial gradient. Notice that air is considered as an ideal gas in Figure 1 Stage velocity diagram in different sections.
both theoretical relations and simulation.
dh0 ds dc c d (rcθ ) However, in the conventional design procedures of rotors, axial
 T .( )  cx .( x )  ( θ ).( ) 1 velocity at rotor outlet is considered constant in different span
dr dr dr r dr
dh0 dc c d (rc ) wise sections. This velocity distribution is the result of the
 cx .( x )  (  ).( ) (2) aforementioned assumptions in the new design procedure. This
dr dr r dr kind of axial velocity distribution increases mass flow rate in
Considering that entering flow into the front stage of fan the upper sections of blade; consequently, more bypass air goes
has a uniform total enthalpy without prewhirl velocity through through the upper half of blade. A computer program based on
hub to tip. Euler work Eqs. (3) and (2) are combined to achieve the algorithm shown in Figure 2 is developed to calculate all
Eq. (4) for the rotor outlet. blade geometry and other design parameters. This algorithm
h02  h01  U (c 2  c 1 ) (3) first divides span in rotor inlet to many sections. In first
iteration rotor outlet radial sections are assumed to be equal to
dh0 dc c d (rc )
 cx x   (4) rotor inlet sections. Then the computer program starts to
dr dr r dr calculate velocity diagram, inlet and outlet flow angles, and
According to the velocity diagram of an axial flow fan, thermodynamic parameters to update radial section position in
shown in Figure 1, the outlet axial velocity can be obtained rotor outlet. After convergence, aerodynamic parameters, the
through adding vectors. Its result is in Eq. (5). The main idea of design point losses and solidity are calculated. Moreover,
this design method is that outlet velocity components are optimum solidity is chosen in each section according to flow
obtained based on two assumptions. Firstly, constant relative angles in order to minimize losses [17]. Both DCA and MCA
velocity ratio or de-Haller number is equal to 0.72 [15 and 16]. airfoils are selected for blade sections according to
Secondly, enthalpy gradient is considered as an effective term characteristics of fluid flow and solidity [18]. Because of
in radial equilibrium. Therefore, both tangential and axial incidence and deviation angles dependency on blade geometry
absolute velocity distribution are obtained through Eqs. (7) and and, vice versa, calculating blade characteristics needs several
(8). iterations. However, the experimental correlations for deviation
and incidence angles mentioned in the literature [18] are not in
cx 2  w2 2  (U  c 2 ) 2 w2 / w1  dH  0.72 a good agreement with the new design method; therefore, the
incidence and deviation angles are calculated through a trial
cx 2  (dH .w1 ) 2  (U  c 2 ) 2 (5)
and error process which uses CFD results to modify blade
By importing Eq. (5) into Eq. (4), Eq. (6) is derived. Then, angles. This process is shown in Figure 2. At the end, the main
by simplifying it, Eqs. (7) and (8) are derived. outputs are blade thickness chord wise distribution, blade chord

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 Figure 2 Design algorithm.
span wise distribution, blade leading edge and trailing edge
profile in the meridional plane.
The computer program has an ability of applying DCA or
MCA airfoil along span according to the flow characteristic of
the blade passage. Some main results of this program are
presented in Figures. 3 and 4.
Figure 3 Blade leading edge and trailing edge angle in new design and
Rotor 67.
Figure 3 shows blade inlet and outlet angle distribution.
New redesigned blade has a larger camber angle in comparison
with Rotor 67 which represents a higher blade loading. This
span-wise distribution of blade outlet angle is one of the most
considerable specifications of the new blade geometry.
Achieving higher pressure ratio in axial transonic fans by
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redistributing rotor flow and increasing blade loading by extra
flow turning was mentioned in [2]. Figure 3 shows that new
designed blade has higher camber from 20% of span to blade
tip and lower camber nearby hub section in comparison to
Rotor 67.
Figure 4 presents some design parameters span-wise
distribution of new designed fan. As shown in Figure. 4, span-
wise distribution of diffusion factor is constant and equal to
0.49. According to [19], diffusion factor over 0.6 are thought to
indicate blade stall and values of about 0.45 are recommended
for an ordinary efficient design.
Lieblein’s diffusion factor relating the peak velocity on the
suction surface of blades to the velocity at trailing and leading
edge [20] is a useful parameter for determining the blade pitch
to chord ratio [14].
V V
DF  1  2  (9)
V1 2 V1
In Eq. (9), relative velocity is used for rotor blades and
absolute velocity for stator blades.
As seen in Figure. 4, loading factor changes from 0.92 at
hub to 0.6 at tip. Simultaneously, reaction factor has an
acceptable range between 0.7 and 0.4. Reaction is strongly
dependent on the flow angles at inlet and outlet of each stage
and defined as follows:
h2  h1
Rn  (10)
h02  h01
Loading factor represents total enthalpy rise for a special
speed of blade. Designers try to achieve highly loaded
compressors to reduce the number of stages; however, loading
 is confined to a maximum because of stall and separation
limits.
h
  20 (11)
U
Figure 4 Design parameters span-wise distribution.
NEW DESIGNED BLADE GEOMETRY
In Figures. 5 and 6, the blade to blade and meridional plane
of NASA Rotor 67 is compared to that of the new axial fan
blade. Figures. 5 and 6 are final outputs of aforementioned
computer program. All sections of the new designed blade are
considered both DCA and MCA profile whose properties are
shown in Table 2. The DCA and MCA blades are designed
according to what is recommended in [18]. From hub to 60% of
span, the blade airfoils are DCA (because of less relative Mach
number in these sections) and the rest are MCA. As shown in
Figure 5, blade sectional profiles for the original geometry and
new designed rotor have significant differences in camber
angle, chord length, leading and trailing edge radius and
stagger angle. The new blade has sharper leading and trailing
edge, larger camber angle because of higher loading, larger
chord at tip and shorter one at hub, and narrower blade section
at hub and thicker one at tip in comparison to Rotor 67
sectional blade. Indeed, narrow hub blade section is critical
because of centrifugal force that is not studied in this research.
Moreover, the change of stagger angle along span-wise
direction of the new blade is less than that of the original one. It
means the new blades have less distortion and can be
manufactured more easily.
Table 2 Specification of DCA and MCA used profiles [18]
tmax/cd HTR AR rLE/tmax φss/φt
Hub to Mid-span=0.5
Inlet =0.375
0.05 1.56 0.12 Mid-span to Tip Linearly
Outlet =0.46
from 0.5 to 0.35
In Figure 6, the meridional planes of Rotor 67 and the new
designed rotor are compared. Although all input parameters
including hub to tip ratio (HTR) and tip diameter at inlet are the
same for both the new and original geometry, there are many
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fundamental differences between them. The new rotor outlet
area is less than that of Rotor 67 because of higher pressure
ratio and higher outlet absolute velocity. Also, in spite of the
chord distribution of Rotor 67, it increases from hub to tip.
However, the numbers of blades are the same for these two
rotors.
Figure 5 Comparing new blade fan and Rotor 67 in different
sections.
Figure 6 Meridional view of Rotor 67 geometry and new
designed fan
VALIDATION OF SIMULATION
In the present study, CFD simulation is used to prove the
performance of new preliminary design technique. The
Reynolds-averaged Navier-Stokes equations (RANS) which
describe the conservation of mass, momentum and energy are
used in a finite volume method. The Reynolds stress terms in
the momentum transport equations are resolved using shear-
stress transport (SST) turbulence model, developed to blend the
robust and accurate formulation of the k −ω model in the near-
wall region with the free-stream independence of the k −ε
model in the far field. Using mixing plane interface model,
solution domain is divided into stationary and rotating zones
and utilizes relative motion between the various zones to
transmit calculated values between zones. To complete the
model in rotating zones, Coriolis and centrifugal accelerations
is added to momentum equations.
The mass flow rate, total temperature and flow direction
are specified at inlet, while average static pressure is given at
outlet. No-slip and adiabatic conditions are applied to solid
surfaces of the blade, hub and shroud. These boundary
conditions are shown in Figure 7. It is clear that flow is
simulated for single blade passage with periodic boundary
condition between every two adjacent blades.
 Figure 7 Boundary conditions used in simulation.
The structured grid is used for the numerical domain. To
eliminate the influence of grid size, grid dependency is studied.
For different resolutions of grids with the same boundary (a) Isentropic efficiency
conditions, the evaluated results with two important non
dimension parameters are shown and compared in Figure 8.
The fan pressure ratio and efficiency at nominal flow
conditions is taken as the parameters to evaluate four grid
configurations and to determine the influence of grid size on
the solution. In Figure 8, it is observed how the calculated fan
pressure ratio and efficiency reach an asymptotic value as the
number of elements increases. According to this figure, the grid
having 600000 elements is considered to be sufficiently reliable
to ensure grid independency. As shown in Figure 9, the size of
elements nearby all walls is chosen in a way that the range of y-
plus is less than 10. To verify the results of the numerical
method, the performance test data of NASA Rotor67 are
compared with the numerical results. Figure 10 shows the
validation results for performance curve of total pressure ratio (b) Total pressure ratio
and adiabatic efficiency defined in Eqs. (12) and (13).
P02
rp  (12) Figure 8 Grid study of numerical solution.
P01
 1
P02 T02
  (( ) 
 1) (  1) (13)
P01 T01
At design point of Rotor 67, the predicted efficiency and
pressure ratio are 0.9124 and 1.61, which the first and second
one is respectively over and below the measured data, but the
discrepancies are small. As observed in Figure 10, the
numerical results are in good agreement with the experimental
data [1].

Figure 9 Computational grid.

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 (a) Absolute flow angle distribution

(a) Overall efficiency

(b) Outlet static pressure to inlet stagnation pressure ratio

distribution

(b) Total pressure ratio

Figure 10 Comparison between predicted and measured overall

performance of rotor

For more exact validation of CFD results, other span-wise

distributions of thermodynamic parameters are compared in
Figure 11 against experimental results from Ref [12]. The
theoretical results of rotor 67 are also extracted by written
computer program (see Figure 2) for the design of axial fan
according to the free vortex method. The CFD results in
comparison with experimental results shown in Figure 11 have
acceptable accuracy.
(c) Outlet total temperature to inlet total temperature ratio
distribution

Figure 11 Comparison between predicted and measured

thermodynamic parameters span-wise distribution

EVALUATION OF FAN IN TURBOFAN CYCLE

A thermodynamic turbofan cycle analysis is conducted to
ensure bypass ratio enhancement (and SFC reduction) in the
new designed fan in comparison with Rotor 67. For this

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 analysis a two spool turbofan engine with separated discharge
nozzles is considered as shown in Figure 12. All turbofan
components are shown with a separated color and a devoted
number to each station. Assumptions used in thermodynamic
analysis are shown in Table 3. All these assumptions and the
optimized overall pressure ratio are chosen as mentioned in
[21]. It should be considered that thermodynamic analysis of
turbofan cycle is conducted for ground test (not flight Figure 12 Turbofan components and number of stations.
condition). One of the main reasons to choose this condition
relates to the experimental data available for Rotor 67 which
are obtained for ground condition.

Table 3 Assumptions in Turbofan cycle analysis [21]

Parameter Value

TIT (K) 1500

 c 0.9

 t 0.9

me 0.99

c pc (kJ/kg.K) 1005 Figure 13 Hot duct (core) relative position used in turbofan analysis.

n 0.95 RESULTS AND DISCUSSION

c ph (kJ/kg.K) Figure 14 compares the overall performance map of the
1148
new designed blade with that of Rotor 67 at the same nominal
rotational speed. Figure 14 shows that the surge margin does
Fuel air ratio and combustion temperature rise are not change and surge line is moved backward (to less mass
extracted from [21] .The combustion chamber total pressure flow rate). From Figure 14 (a) is obvious that the new designed
losses which are introduced in Ref [22] are applied to the cycle fan rotor has about 3.5% reduction in efficiency than Rotor 67.
analysis. The simulation results of Rotor 67 and the new rotor This efficiency reduction was predictable because of increasing
at design point (introduced in Figure 14) are used to get span- pressure ratio and using standard airfoil with no controlled
wise distribution of fluid thermodynamic properties in rotor diffusion profile. Undoubtedly, if blades profiles are optimized
exit (station 2 in Figure 12). A mass flow average on the cold for the new designed rotor, its efficiency will increase up. As
duct and hot core is applied to change distributed fluid shown in Figure 14 (b), the curve of pressure ratio in the new
properties in rotor outlet to concentrated one. This mass flow design is incredibly different from that of the original fan,
average is mentioned in Eq. (14) and is used separately for the which indicates constant diffusion design method improves
cold duct and engine hot core. In Eq. (14) aa is a distributed both design and off design pressure ratio. Total pressure ratio
parameter extracted from the CFD results of fan rotor outlet. improvement in design and off design is about 9%. The design
rup

point and its mass flow rate have been addressed in Figure 14.
aa.dm Figure 14 shows the same mass flow rate for both Rotor 67 and
aa 
rdown
rup
(14) the new fan. All different parameters, which have been
 rdown
dm compared in Figures 15 to 20, are at design point of each fan
(according to Figure 14 means at the same mass flow rate).
Bypass ratio and specific fuel consumption will be shown
against span (see Figures 21 to 23). Span is defined according
to parameters shown in Figure. 13 as Eq. (15). In fact, span has
its conventional definition. In the cycle analysis, span shows
relative position of the engine core to the cold duct in rotor
outlet and bypass ratio varies with this relative position. The
stagnation properties of fluid through the stator are assumed to
be constant without losses; consequently, the stator is neglected
in this analysis.
( Hot Duct Radius ) - ( Hub Radius )
Span  (15)
(Cold Duct Radius ) - ( Hub Radius )

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 (a) Isetropic efficiency (a) Absolute outlet velocity

(b) Total pressure ratio (b) Axial outlet velocity

Figure 14 Performance map of Rotor 67 and the new designed fan.

Figure 15 indicates outlet velocity distribution in rotor

outlet of the new designed fan and Rotor 67. The velocity
distributions at the rotor outlet of the new designed fan are
obtained from both theoretical relations (results of computer
program used for designing new fan) and numerical simulation.
Both of these results are compared to which obtained from the
numerical simulation of Rotor 67. Comparison between the
theoretical and simulation result of the new fan indicates that
except for tip and hub, in other sections there is approximately
good agreement between the results of computer program and
CFD simulation. Differences at tip and hub, as obvious in
Figure 15, are due to neglect blade tip clearance, hub and tip
boundary layer and shock losses and assume inviscid flow in (c) Tangential outlet velocity
the theoretical analysis. Figure 15 Outlet velocity distribution of the new rotor and
Figure 15 also shows that in the new fan more mass flow Rotor 67
rate passes through the upper half of blade height. It increases As presented in Figure 16, the new fan has a higher total
bypass ratio in a constant diameter and mass flow rate. pressure ratio especially near the tip section. This higher total
Therefore, by using the new design method, an evident increase pressure near the tip is related to its higher kinetic energy. In
in propulsive efficiency and pressure ratio is produced over the fact, the higher total pressure ratio of the new fan, in
upper half of blade. comparison to Rotor 67, means more work done per stage.
Nearby hub, total pressure ratio of the new fan has been

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 declined in comparison to Rotor 67 which causes more there is less flow separation in hub section due to less camber
compressor stages to be needed in the core of engine. angle (see Figure 3) in new designed fan.
One of the aforementioned main assumptions in the design
procedure and radial equilibrium equation is constant axial
velocity at rotor inlet. After numerical simulation of the new
fan and Rotor 67, their inlet velocity distributions are obtained,
as shown in Figure 17. It represents that the accuracy of this
assumption for the new rotor is higher than that for Rotor 67.

Figure 16 Pressure ratio of the new rotor and Rotor 67

Figure 17 Inlet Axial velocity of the new rotor and Rotor 67

Figure 18 presents the distribution of relative Mach

number in different blade’s radial sections at design point for
the new rotor and Rotor 67. Differences between relative Mach
number in Figure 18 is significant. One of the main differences
is shock structure. The shock waves of the new geometry are
stronger and show higher Mach number of pre shock with
higher losses. This higher Mach number is caused by more flow
acceleration on suction side due to more blade camber
especially in the tip section of the new designed fan. Stronger
shock results in more diffusion and flow separation in the blade
tip. These losses and separations observed in the tip section
effect on the efficiency reduction. This shock structure can be Figure 18 Relative Mach number contours for the new rotor and Rotor
67
amendable by aerodynamic optimization. It is interesting that

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 As shown in Figure 19, the total pressure span-wise
distributions of the new fan and rotor 67 are compared. As
obvious, flow losses near the hub and tip are weakened in the
new fan in comparison to Rotor 67. In other words, the new fan
has a higher total pressure ratio per stage that reduces the
number of stages. This higher total pressure ratio is due to
increase in kinetic energy of air flow at the outlet especially at
the top half of the blades. Higher pressure ratio shows more
work is transferred per stage in the new fan.
Figure 20 represents mass flux distribution of the new fan
and Rotor 67 at rotor outlet. The new designed fan has more
outlet mass flux through its tip section which increases bypass
ratio at the same inlet diameter (see Table 1 and Figure 2
inputs) and inlet mass flow rate (see Figure 14). This more
mass flux through the tip section is due to a higher outlet
velocity through the top half of blade (see Figure 15).
Figure 19 Total pressure contours at the outlet of the new rotor
and rotor 67.
Figure 20 Mass Flux distribution at the outlet of the new rotor
and rotor 67.
11
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Figure 21 compares the bypass ratio of the new fan with
that of Rotor 67. According to this figure, decreasing span (see
Eq. (15) and Figure 13) generally increases bypass ratio. The
turbofan engine with the new designed fan has a higher bypass
ratio in comparison to that with Rotor 67. In the new fan with
the same diameter and mass flow rate of Rotor 67, by pass ratio
is improved by about 13.3% as shown in Figure 21. It should be
considered that aforementioned optimum overall pressure ratio
has been chosen for all of this turbofan engines. In other words,
this OPR is the same for both of the new fan and Rotor 67.
However, the changes of overall pressure ratio do not effect on
the results of Figure 21, because it is dimensionless and
independent from parameters.
Figure 21 More bypass ratio in new fan in comparison with NASA
rotor 67.
Increasing bypass ratio decreases specific fuel
consumption. On the other hand, it is expected that the new
designed fan has more fuel consumption because of its less
efficiency in comparison to rotor 67. However, Figure 22 shows
that fuel consumption has declined by about 5.7% due to more
bypass ratio. This illustrates that in the new design, velocity
distribution and higher pressure ratio defeat all disadvantages
of efficiency reduction. Therefore, if the efficiency of the new
fan is improved, its fuel consumption can be achieved even
less.
Decline in thrust is an inevitable consequence of increasing
bypass ratio of a turbofan engine at the same mass flow rate
and diameter of a turbojet engines. Thrust reduction is shown in
Figure 23 for the new designed fan in comparison to Rotor 67.
However, because of higher outlet velocity of the new designed
fan through the cold nozzle, reduction of thrust is not very
impressive. The thrust reduction in the new designed fan is
about 1% in comparison to Rotor 67. Figure 23 also presents an
intense decline in thrust for the new fan used in high bypass
turbofan engines which is caused by higher tip blade loading
(and also lower hub blade loading). Fan with higher tip loading
forces the coupled turbine to receive more energy from fluid in
engine core, consequently fluid with less energy exits through
hot nozzle and hot thrust decreases.
Copyright © 2016 by ASME
 thermodynamic analysis also shows targeted velocity
distribution and very high total pressure ratio could overcome
disadvantages of efficiency reduction in turbofan cycle.
REFERENCES
Figure 22 Less sfc in new fan in comparison to rotor 67.
Figure 23 Decline in thrust due to more by pass ratio.
CONCLUSION
A new design method was developed to redesign NASA
rotor 67 blade with the aim of increasing pressure ratio and
improving by pass air in both constant diameter and mass flow
rate. For this purpose, a design code was implemented for the
preliminary design based on a constant diffusion and radial
equilibrium to increase fan pressure ratio and bypass air
through the upper sections. This code extracted thermodynamic
parameters, fan framework, velocity diagrams, blade angles and
a scheme of meridional section of the new fan. The new
geometry was simulated by a viscous turbulent solver. The
CFD results such as velocity distribution both at the rotor inlet
and outlet correlated well with the preliminary design. The
results of numerical simulation demonstrated significant
improvement, about 9% in total pressure ratio and 3.5%
reduction in efficiency. However the surge margin was not
affected. A thermodynamic cycle analysis was conducted to
evaluate new designed fan in comparison to rotor 67. The
analysis results show bypass air enhancement about 13.3% and
specific fuel consumption reduction about 5.7%. The main
characteristic of the new designed fan is increase of bypass
ratio in constant inlet diameter and same mass flow rate. It is
worth noting that increase of bypass air through the upper
sections is carried out without any other extra component such
as duct, gearbox, three spool structure or tip driving fan. This
12
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13 Copyright © 2016 by ASME

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