Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

ARP1420™ REV. C
AEROSPACE
RECOMMENDED PRACTICE Issued 1978-03
Revised 2002-02
Stabilized 2017-04

Superseding ARP1420B

Gas Turbine Engine Inlet Flow Distortion Guidelines

RATIONALE

This document provides definitions of stability margin and total-pressure distortion descriptors for gas turbine engines. In
addition, guidelines for stability assessments, testing, instrumentation, data acquisition, and data processing are addressed.

This document contains information that is fundamental to the discipline of inlet-engine compatibility and is expected to
remain stable for the foreseeable future.

STABILIZED NOTICE

This document has been declared "Stabilized" by the SAE S-16 Turbine Engine Inlet Flow Distortion Committee and will
no longer be subjected to periodic reviews for currency. Users are responsible for verifying references and continued
suitability of technical requirements. Newer technology may exist.

__________________________________________________________________________________________________________________________________________
SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely
voluntary, and its applicability and suitability for any particular use, including any patent infringement arising therefrom, is the sole responsibility of the user.”
SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and
suggestions.
Copyright © 2017 SAE International
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying,
recording, or otherwise, without the prior written permission of SAE.
TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) SAE values your input. To provide feedback on this
Tel: +1 724-776-4970 (outside USA) Technical Report, please visit
Fax: 724-776-0790 http://standards.sae.org/ARP1420C
Email: [email protected]
SAE WEB ADDRESS: http://www.sae.org
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 1 of 24

_________________________________________________________________________________________________

TABLE OF CONTENTS

1. SCOPE ...............................................................................................................................................3

2. REFERENCES ...................................................................................................................................3

2.1 Applicable Documents .....................................................................................................................3

2.2 Terminology .....................................................................................................................................4
2.3 Nomenclature ..................................................................................................................................5

3. PURPOSE ..........................................................................................................................................6

3.1 Distortion Descriptors ......................................................................................................................6

3.2 Stability Assessment........................................................................................................................6
3.3 Testing .............................................................................................................................................6

4. PROVISIONS .....................................................................................................................................7

5. DISTORTION DESCRIPTOR FORMAT AND USAGE.......................................................................7

5.1 Distortion-Descriptor Elements ........................................................................................................7

5.2 Inlet Distortion Descriptors...............................................................................................................8

6. STABILITY AND PERFORMANCE ASSESSMENT...........................................................................8

6.1 Stability Margin (SM)........................................................................................................................8

6.2 Stability Pressure Ratio Loss (∆PRS) ..............................................................................................9
6.3 Stability Assessment........................................................................................................................9
6.4 Performance Assessment..............................................................................................................10
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 2 of 24

_________________________________________________________________________________________________

TABLE OF CONTENTS (Continued)

7. TESTING ..........................................................................................................................................10

7.1 Test Planning .................................................................................................................................10

7.2 Testing Scope ................................................................................................................................ 11
7.3 Stability and Performance Tests.....................................................................................................11

8. INTERFACE INSTRUMENTATION AND DATA MANAGEMENT .....................................................12

8.1 Data-Scaling ..................................................................................................................................12

8.2 Total-Pressure Instrumentation ......................................................................................................13
8.3 Data Acquisition .............................................................................................................................15
8.4 Data Processing.............................................................................................................................16
8.5 Data Transmittal.............................................................................................................................17

APPENDIX A DISTORTION ELEMENT CALCULATIONS AND STABILITY PRESSURE

RATIO LOSS CORRELATION ........................................................................................19

FIGURE 1 Stability Margin Definition ..................................................................................................9

FIGURE 2 Probe Orientation - View Looking Forward .....................................................................14
FIGURE 3 Digital Data Acquisition, Processing and Storage ...........................................................17
FIGURE A1 Ring Circumferential Distortion for a One-Per-Rev Pattern ............................................19
FIGURE A2 Ring Circumferential Distortion for a Multiple-Per-Rev Pattern .......................................20
FIGURE A3 Radial Distortion Pattern .................................................................................................23
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 3 of 24

_________________________________________________________________________________________________

1. SCOPE:

The turbine-engine inlet flow distortion methodology addressed in this document applies only to the
effects of inlet total-pressure distortion. Practices employed to quantify these effects continue to
develop and, therefore, periodic updates are anticipated. The effects of other forms of distortion on
flow stability and performance, and of any distortion on aeroelastic stability are not addressed.

The guidelines can be used as necessary to create a development method to minimize the risk of inlet/
engine compatibility problems. The degree to which guidelines for descriptor use, assessment
techniques, and testing outlined in this document are applied to a specific program should be
consistent with the expected severity of the compatibility problem.

2. REFERENCES:

2.1 Applicable Documents:

The following publications form a part of this document to the extent specified herein. The latest
issue of SAE publications shall apply. In the event of conflict between the text of this document and
references cited herein, the text of this document takes precedence. Nothing in this document,
however, supersedes applicable laws and regulations unless a specific exemption has been
obtained.

2.1.1 SAE Publications: Available from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001.

ARP246B Orientation of Engine Axis, Coordinate and Numbering Systems for Aircraft Gas
Turbine Engines
AS681 Gas turbine Engine Steady State Performance Presentation for Digital Computer
Programs
ARP755 Turbine Engine Performance Station Identification and Nomenclature
ARP1210 Gas Turbine Engine Interface Test Data Reduction Computer Programs
ARP1257 Gas Turbine Engine Transient Performance Presentation for Digital Computer
Programs
AIR1419 Inlet Total-Pressure-Distortion Considerations for Gas-Turbine Engines

2.2 Terminology:

The following terms are given to supplement definitions presented elsewhere in the text of ARP1420.

AERODYNAMIC INTERFACE PLANE (AIP): An AIP is an instrumentation plane used to define inlet
distortion and performance (see 8.2.1).

DISTORTION DESCRIPTOR: A distortion descriptor is a non-dimensional numerical representation

of the measured inlet pressure distribution (see Section 5).

DISTORTION EXTENT ( θ _i ) : The distortion extent refers to the circumferential arc size of a distorted
region (see 5.1.1.2 and Equation A1).
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 4 of 24

_________________________________________________________________________________________________

2.2 (Continued):

DISTORTION INTENSITY (∆P/P): Distortion intensity refers to the amplitude of a distortion pattern.
For a circumferential distortion, intensity is defined in 5.1.1.1 and Appendix, A.1.1. For a radial
distortion, intensity is defined in 5.1.2 and Appendix, A.1.2.

DISTORTION SENSITIVITY: Distortion sensitivity is the loss in compressor stability pressure ratio,
∆PRS, per unit of numerical distortion descriptor, ∆P/P (e.g., Kc, and Kr in Equation A9).

INLET FLOW DISTORTION: Inlet flow distortion refers to spatial variations in the total pressure at
the inlet/engine interface plane.

LOSS IN STABILITY PRESSURE RATIO (∆PRS): The loss in stability pressure ratio is the percent
change in stability pressure ratio, at constant corrected airflow, between the undistorted stability limit
point and the distorted stability point (see 6.2 and Equation A9).

MULTIPLE-PER-REVOLUTION DISTORTION: Multiple-per-Revolution distortion refers to the

equivalent number of distorted regions occurring in 360° (see 5.1.1.3 and A.1.1).

OFFSET TERM (C): Loss in stability pressure ratio (∆PRS) correlated to a distortion sensitivity
element of zero (see Equation A9).

OPERATING POINT: An operating point refers to the location on a compressor map that satisfies
the matching relationships which govern the engine operation. Operating points may describe either
steady or transient operation (see Figure 1).

ROTATING STALL: Rotating stall is a compression component instability that is characterized by a

separation-induced flow blockage rotating at a fraction of the rotor speed, resulting in quasi-steady
operation at globally reduced mass flow and pressure ratio.

STABILITY ASSESSMENT: Stability assessment is the procedure by which destabilizing effects are
accounted for in an engine (see 6.3).

STABILITY LIMIT LINE: The stability limit line is defined as the locus of points on a compressor map
that represent a limit above which the compressor should not be operated. These limits are set
either by aerodynamic instabilities or aeromechanical limits.

STABILITY MARGIN: Stability margin is the pressure ratio range, at a constant corrected airflow,
through which a compressor may be operated between its operating point and stability limit line
without stall (see 6.1).

STALL: Stall is the breakdown of flow within a compression component that precedes aerodynamic
instabilities such as rotating stall or surge. The occurrence of stall will generally be manifested by the
loss in discharge pressure of the stalling compression component.

STALL POINT: A stall point is the last stable point on a throttled compression component speed line
just prior to the occurrence of aerodynamic instability.
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 5 of 24

_________________________________________________________________________________________________

2.2 (Continued):

STEADY-STATE DISTORTION: Steady-state distortion is the spatial variation in time-averaged total

pressure at each location in the AIP.

SURGE: Surge is a system instability that is characterized by large cyclic variations in the global
mass flow and pressure ratio, possibly including complete flow stoppage or reversal.

TIME-VARIANT DISTORTION: Time variant distortion is the instantaneous spatial variation of total
pressure at each location at the AIP.

2.3 Nomenclature:
AIP Aerodynamic Interface Plane
ARP Aerospace Recommended Practice
C Offset term (Equation A9)
C(τ) Covariance of time varying pressures
f Frequency
KC Circumferential distortion sensitivity (Equation A9)
KR Radial distortion sensitivity (Equation A9)
L Characteristic length (cowl lip to compressor face)
MPR Multiple-per-revolution element
N Number of instrumentation rings
P Total pressure
P Time-averaged total pressure
PAV Ring average total pressure
PAVLOW Average total pressure of low total-pressure region for a ring (Equations A2 and A5)
PFAV Face average total pressure (A.1.2)
PR Pressure ratio of given compression components
PRDS Stability pressure ratio with distortion
PRO Operating pressure ratio
PR1 Undistorted stability pressure ratio
P(θ) Total pressure at any angle θ for a given ring
Q Number of low-pressure regions
R Radius
RMS Root mean square
SM Stability margin
T Total temperature
∆PC/P Circumferential distortion intensity element (Equations A2 and A5, A.1.1)
∆PR/P Radial distortion intensity element (Equation A8, A.1.2)
∆PRMS Root mean square of time varying total-pressure fluctuations
∆PRS Stability pressure ratio loss (Equation A9)
∆SM Stability margin loss (Equation A10)
θ Circumferential location in degrees
θ+ Extent of high-total-pressure region
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 6 of 24

_________________________________________________________________________________________________

2.3 (Continued):

θ–Extent of low-total-pressure region

τ Time increment
φ (f) Power spectral density of time-varying pressure

Subscripts

c Circumferential
i Instrumentation ring number
j Instrumentation rake number
k Low-pressure region number
MAX Maximum
MIN Minimum
r Radial

3. PURPOSE:

This Aerospace Recommended Practice (ARP) provides guidelines by which gas turbine engine
aerodynamic stability and performance, as affected by the quality of the airflow delivered to the engine,
can be evaluated consistently. The following subjects are addressed:

3.1 Distortion Descriptors:

Distortion descriptors are presented that permit the representation and evaluation of inlet total-
pressure distortion effects on propulsion system stability and performance.

3.2 Stability Assessment:

Guidelines are presented for developing an evaluation method that relates the distortion descriptor
levels to engine stability in a form suitable for use in computer simulations.

3.3 Testing:

Guidelines are provided for testing, instrumentation, data acquisition, and data processing.
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 7 of 24

_________________________________________________________________________________________________

4. PROVISIONS:

Guidelines are provided to:

a. Identify the inlet/engine Aerodynamic Interface Plane (AIP) (Section 8).

b. Express inlet flow distortion data in terms of numerical distortion descriptor elements (Section 5
and Appendix A).

c. Quantify engine compressor stability margins (Section 6).

d. Provide an empirical correlation technique for translating distortion descriptors into parameters
suitable for stability and performance assessments (see Appendix A).

e. Provide an inlet distortion procedure, useful for both engine and inlet development, to identify
potentially critical stability conditions (see Section 5).

f. Conduct assessments to quantify the effects of inlet distortion on engine stability and performance
(see Section 6).

g. Recommend inlet and engine tests to evaluate propulsion system stability and to develop engine
stability and performance assessments.

h. Provide the aerodynamic stability and performance information for use by ARP1257 and AS681.

5. DISTORTION DESCRIPTOR FORMAT AND USAGE:

The AIP pressure-probe data are used to describe inlet distortion directly in terms of the probe
readings (pattern) and numerically in terms of a distortion descriptor that is related to the severity of the
distortion. The distortion descriptor provides a means of identifying critical inlet flow distortions and of
communicating during propulsion system development. A universal distortion descriptor is beyond the
state of the art; however, distortion-descriptor elements have been identified for use in structuring a
distortion descriptor for a particular engine. These elements should be used to define each distortion
descriptor system and its associated computation procedure.

5.1 Distortion-Descriptor Elements:

The distortion-descriptor elements are used to describe the distortion at the AIP. The fundamental
element is the set of pressure-probe readings that are used to describe the pressure distribution at
the AIP. The pressure probes are usually arranged in rake and probe arrays, as described in
Section 8 (see Figure 2). Circumferential and radial distortion elements (obtained using the
pressure-probe readings) are described on a ring-by-ring basis, as described below and in detail in
the Appendix.

5.1.1 Circumferential Distortion Elements: Circumferential distortion is described in terms of intensity,

extent, and multiple-per-revolution elements.
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 8 of 24

_________________________________________________________________________________________________

5.1.1.1 Intensity: The circumferential distortion intensity element (∆PC/P) describes the magnitude of
the pressure defect for each ring.

5.1.1.2 Extent: The circumferential distortion extent element for each ring (θ-) is the angular region, in
degrees, in which the pressure is below ring average pressure.

5.1.1.3 Multiple-per-Revolution: The circumferential distortion multiple-per-revolution element (MPR)

describes the number of low-pressure regions for each ring.

5.1.2 Radial Distortion Element: The radial distortion intensity element (∆PR/P) describes the difference
between the ring average pressure and the face average pressure for each ring. Both positive and
negative values of radial intensity are considered. Positive values reflect an average ring pressure
that is below the face average pressure.

5.2 Inlet Distortion Descriptors:

By a combination of the distortion-descriptor elements described above and the stability and
performance assessment techniques described in Section 6, the developer will define a set of inlet
distortion descriptors for use in describing inlet distortion levels at the AIP. These descriptors may be
used for inlet distortion screening to evaluate inlet/engine compatibility prior to any inlet/engine
testing. Inlet distortion screening is accomplished by converting the probe readings at the AIP into
numerical distortion descriptors, which are then compared to allowable levels of distortion based on
a stability and performance assessment of a specific engine model.

6. STABILITY AND PERFORMANCE ASSESSMENT:

Quantitative evaluations of compressor stability and engine performance may be necessary to provide
technical visibility relative to target levels. Assessments should be carried out regularly, in increasing
detail, during development and periodically throughout the propulsion system life cycle.

6.1 Stability Margin (SM):

The ARP1420 definition for stability margin is

SM =  -------------------------------- × 100
PR1 – PRO
 
(Eq. 1)
PRO

with nomenclature defined in 2.3 and illustrated in Figure 1. As shown, stability margin is defined at
the operating airflow and normalized by the operating pressure ratio. Particular engine
configurations may require alternate definitions of stability margin which are more appropriate. In
such cases, the user should specify his definition of stability margin, loss of stability margin, and
assessment procedures.
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 9 of 24

_________________________________________________________________________________________________

FIGURE 1 - Stability Margin Definition

6.2 Stability Pressure Ratio Loss (∆PRS):

The ARP1420 definition for loss of stability pressure ratio (∆PRS) is

∆PRS =  ------------------------------------ × 100

PR1 – PRDS
 
(Eq. 2)
PR1

with nomenclature defined in 2.3 and illustrated in Figure 1. Stability pressure ratio loss is defined at
constant corrected airflow.

6.3 Stability Assessment:

A stability assessment provides quantitative estimates of the effects of inlet distortion and other
destabilizing influences on compressor stability margin. The assessment should be so performed as
to reveal the stability margin utilization by accounting for factors that lower component stability limit
lines and raise their operating lines. The assessment, performed at constant engine-corrected
airflow (the matched inlet-engine corrected airflow at the steady-state operating point corresponding
to the propulsion system operating condition being investigated), requires that component stability
limit lines and the distortion sensitivities be evaluated over the entire corrected-airflow operating
range for each compressor.

Factors to be considered include time-variant inlet distortion, in-phase pressure oscillations (planar
waves), component interactions, deterioration, component variation due to manufacturing tolerance,
control tolerances, variable-geometry position, power-lever transients, operating-point shift with
distortion, Reynolds number effect, compressor bleed, and horsepower extraction.
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 10 of 24

_________________________________________________________________________________________________

6.3 (Continued):

The effect of each factor is expressed as a change in stability margin. The loss in stability margin
due to distortion is computed from the distortion-descriptor elements using the guidelines of A.2 of
the Appendix. Individual effects are combined to determine the net stability margin: some effects are
cumulative and should be added algebraically, whereas other effects should be added statistically.
The method and rationale for combining individual effects should be delineated and supported by
test experience.

Distortion transfer coefficients are used to translate inlet distortion effects to the downstream
components. Assessments are made for each compression system component.

6.4 Performance Assessment:

A performance assessment provides quantitative estimates of the effects of inlet distortion on engine
thrust, airflow, and fuel consumption. It is desirable to correlate the performance changes with the
distortion descriptor elements defined in the Appendix. The assessment is performed at specified
propulsion system operating conditions and the corresponding matched inlet-engine AIP conditions
(airflow, inlet distortion, and inlet ram recovery).

Current practice is to use steady-state descriptor elements to correlate changes in compression

system speed, flow, and efficiency relationships. Performance calculations are then used to
estimate the overall effects of distortion on engine thrust, airflow, and fuel consumption. Test data
indicate that compressor speed-flow relationships and efficiency can be affected by the unsteady
elements of time-variant distortion. If these time-variant distortion effects are sufficiently large, they
should be included in the performance assessment.

7. TESTING:

Testing during propulsion system development may be required to develop and verify stability and
performance assessments. The validity of the assessments depends on the quality of the data
generated during the testing effort.

7.1 Test Planning:

A time-phased test program which defines test techniques, instrumentation, data management, test
equipment and procedures, and the analysis and communication of test results should be agreed
upon by all involved parties.
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 11 of 24

_________________________________________________________________________________________________

7.2 Testing Scope:

Tests that may be required prior to production will depend on the propulsion system under
development. The types of test and test objectives are as follows:

7.2.1 Inlet and Aircraft Component Tests: These tests include scale-model inlet/forebody tests, control
bench tests and full-scale or large-model tests with inlet control. The objective of these tests is to
provide data for inlet development, distortion level and pattern definition, off-schedule geometry
and bleed effects, inlet stable flow range and definition of control system/inlet destabilizing effects.

7.2.2 Engine and Engine Component Tests: These consist of compressor, diffuser, control, burner,
augmentor, fuel system, and engine tests with and without inlet pressure distortion. The objective
of the tests is to provide data for distortion-descriptor development, control and sensor
development, scheduled and off-schedule geometry and bleed effects, Reynolds number effects,
component interactions, engine performance, and stability evaluation. Stability data should be
obtained whenever practical.

7.2.3 Propulsion System Tests: These tests consist of static, simulated altitude, and flight tests. The
objectives of the tests are to evaluate propulsion system stability, system operational
characteristics, failure modes, and control interactions throughout the flight and maneuver
envelopes.

7.3 Stability and Performance Tests:

Tests should be conducted at environmental conditions representative of projected mission-related

flight conditions. Inlet and engine operating conditions must be defined and should include the
following:

7.3.1 Inlet: Inlet configuration details, mass flow ratio, corrected airflow, Reynolds number, Mach
number, aircraft angles of attack and yaw, and bleed flows.

7.3.2 Engine: Engine configuration details, operating corrected speeds, corrected airflow, bleed flows,
power extraction requirements, control function (steady-state or transient), operating mode
(afterburning, non-afterburning, etc.), compressor face total pressure and total temperature, and
compressor inlet distortion pattern (probe values).

Engine tests provide data for assessment verification and documentation. Compressor stability
limit-line and stability-margin utilization data together with compressor speed, flow, and efficiency
changes are obtained from tests on representative components.
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 12 of 24

_________________________________________________________________________________________________

7.3.2 (Continued):

During stability testing, engine operation in the region above the maximum predicted operating line
and below the predicted stability pressure ratio should be accomplished whenever practical.
Stability data for the stability assessment may be obtained by use of compressor loading
techniques that account for engine control logic and mechanical limitations. Documentation should
include operating-line excursions caused by the primary stability degrading factors such as inlet
distortion and control requirements. The compressor stability margin utilization estimated for
engine aging factors such as deterioration should be verified on the basis of life-cycle and/or
service engine tests of production engines.

Engine performance testing should establish thrust, fuel flow and airflow characteristics with the
inlet total-pressure recovery and distortion applied.

8. INTERFACE INSTRUMENTATION AND DATA MANAGEMENT:

Guidelines are provided for data scaling, total-pressure instrumentation, data acquisition, and data
processing. Both analog and digital systems are considered. In digital systems, it is important to
maintain a data acquisition, processing and management system that implements and tracks agreed-
to filtering conventions, sampling rates, time alignment and data reduction methodology. The basic
approach to digital-based systems in large part emulates analog conventions with the addition of digital
signal processing conventions.

8.1 Data-Scaling:

Inlet models should be sized to maintain Reynolds number greater than values below which
significant changes in inlet recovery and distortion may occur.

Time-variant-distortion scaling guidelines (see Table 1) are based on a constant Strouhal number for
data at the same Mach number and Reynolds number. Wind tunnels with free-stream turbulence
levels (∆PRMS/P) of less than 0.5% (based on a frequency range of 0 to 4000 Hz) should be used
when available. Consideration should be given to the test configuration to account for the interactive
effects of the propulsion system components.
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 13 of 24

_________________________________________________________________________________________________

TABLE 1 - Data Scaling Guidelines

Strouhal Number Constant
(Same Reynolds Number and Mach Number)

8.2 Total-Pressure Instrumentation:

Recommended total-pressure instrumentation requirements for measuring steady-state and time-

variant data are given below in terms of axial location, probe distribution at the inlet/engine
aerodynamic interface plane, and transducer characteristics.

8.2.1 Inlet/Engine Aerodynamic Interface Plane (AIP): The instrumentation plane used to define
distortion and performance at the aerodynamic interface between the inlet and the engine should
be agreed upon by all involved parties. The interface should remain invariant throughout the
propulsion system life cycle for all testing, including sub-scale, full-scale, and flight test.

The following guidelines are suggested for selection of the physical location of the interface plane:

a. The AIP should be located in a circular or annular section of the inlet duct.

b. The AIP should be located as close as practical to the engine-face plane. The engine-face
plane is defined by the leading edge of the most upstream engine strut, vane, or blade row.
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 14 of 24

_________________________________________________________________________________________________

8.2.1 (Continued):

c. The AIP should be located so that all engine airflow, and only the engine airflow, passes
through it. The distance between the inlet auxiliary air systems and the AIP should be such
that the effect of the auxiliary air systems on distortion is included in the measurements at the
AIP.

d. The AIP location should be such that engine performance and stability are not measurably
changed by interface instrumentation.

8.2.2 Rake/Probe Array: A probe array should be agreed to among the involved parties and should
remain invariant throughout the propulsion system life cycle for all testing. A typical array for
measuring inlet recovery and distortion is eight equiangularly spaced rakes with five probes per
rake location at the centroids of equal areas (see Figure 2).

FIGURE 2 - Probe Orientation - View Looking Forward

 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 15 of 24

_________________________________________________________________________________________________

8.2.3 Probe/Transducer Characteristics: The diameter of the probe/transducer configuration should be

chosen to assure that spatial averaging of the flow unsteadiness does not significantly compromise
the fidelity of the data at the highest frequency of interest. For sub-scale tests, the highest
frequency of interest may be determined according to the scaling guidelines, which are given in
Table 1. The natural frequency of the transducer should be in excess of ten times the highest
frequency of interest. The design of the probe/transducer configuration should be influenced by
the flow angularity range that the probe is likely to experience.

The frequency response characteristics of the probe/transducer combination should be determined

with reference to system accuracy (see 8.3.2).

8.3 Data Acquisition:

8.3.1 Data Record Length: Time-variant data-recording lengths of 30 to 60 seconds are recommended
for stabilized, full-scale data. Shorter times should be used for scale-model data acquisition, based
on the scaling guidelines of Table 1. Recording lengths should be sufficient to determine whether
statistically stationary data criteria are met. Time-variant data should be recorded continuously
during inlet/engine/aircraft transients of interest.

8.3.2 System Accuracy: System accuracy requirements are established by the evaluation of the effect
of steady-state and/or time-variant distortion on stability and performance. Overall system
accuracy should be agreed on by the parties involved.

Individual steady-state pressures (signals time-averaged to attenuate frequencies greater than

0.5 Hz) should be recovered with an error not to exceed ±0.5% (± two standard deviations) of the
absolute pressure being measured. Individual dynamic absolute pressures (containing data to at
least the highest frequency of interest) should be recovered with an error not to exceed ±2.0%
(± two standard deviations) of the absolute pressure being measured for stability and ±5.0% (± two
standard deviations) for performance. These errors include all errors introduced by the sensing,
recording, playback, and processing systems from the point where the pressure signal is being
measured to the point where it again appears as an output pressure.

Current practice indicates that these accuracy levels are attainable if the data system is carefully
developed, with appropriate experience and calibration procedures being employed.

8.3.3 System Frequency Response: The maximum frequency recorded should be agreed upon by all
involved parties.
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 16 of 24

_________________________________________________________________________________________________

8.3.4 Digital Data Acquisition and Storage: A typical schematic of the basic system elements required
for digital data acquisition, storage, and processing is shown in Figure 3. For digital data
acquisition, a sample rate and corresponding anti-aliasing filter are selected consistent with the
chosen maximum frequency of interest. The following guidelines are suggested:

a. Sample Rates: Sample rates are selected as a multiple times the maximum frequency of
interest. Although a minimum sample rate of twice the maximum frequency of interest will
theoretically eliminate aliasing, a practical recommendation is to sample at 3-4 times the
maximum frequency of interest.

b. Anti-aliasing Filter: Anti-aliasing filters are placed between the sensors and the analog-to-
digital converters to assure the data has no signal components above one-half the sampling
rate. If sampled signals contain frequency components greater than half the sampling rate, the
frequency spectra will be aliased and will be in error.

c. Data Storage: Storage of the digitized data at the maximum frequency and highest practical
sample rate will permit post processing of the data, or reprocessing with alternative or revised
methodologies and filter characteristics. Real-time or near-real-time processing of the data is
recommended during acquisition to assure data quality.

d. Time Alignment: Time alignment of the digitized data is required if the analog-to-digital
conversion of the pressures is performed in sequence. This is necessary to preserve the
spatial correlation between all of the measured pressures in the instrumentation array. If
multiple data acquisition systems are used to record the data, a common time signal must be
recorded on all systems to allow data to be synchronized. Data that have been converted to
engineering units should be stored separately from the raw data (e.g., voltages or counts).

8.4 Data Processing:

8.4.1 Data Averaging or Filtering: The data filtering technique should be based on engine
characteristics. For scale-model tests, frequencies should be scaled by the guidelines of Table 1.
Digital filtering provides the capability to create nearly any filter characteristic. Data processing
techniques that used analog filters to generate existing databases can be emulated using
equivalent digital filter specifications.

8.4.2 Data Editing: Data editing should include procedures for identifying erroneous signals and
subsequently replacing them through analytical techniques based on adjacent probes.

Edited data should be identified to differentiate it from non-edited data.

8.4.3 Data Qualification: If more than five probes of the suggested array at random locations or if three
contiguous probes are not properly functioning, distortion descriptor levels computed from
pressure data should be appropriately identified.
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 17 of 24

_________________________________________________________________________________________________

FIGURE 3 - Digital Data Acquisition, Processing and Storage

8.5 Data Transmittal:

8.5.1 Analog Data: As a minimum, the following should be satisfied when data are transmitted through a
signal recorded on multiplex or multichannel magnetic tape:

a. The multiplexing system should be a constant-bandwidth system, so selected as to ensure

compatibility among users. This includes specifying the number of channels per track, center
frequencies, and bandwidths.

b. The recording speed should be specified.

c. The tape should contain an IRIG standard tape-speed servo signal. Each multiplex group
should contain a tape-flutter compensation signal. A time code signal should be recorded
compatible with the time resolution requirement of the maximum data frequency of interest.
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 18 of 24

_________________________________________________________________________________________________

8.5.1 (Continued):

d. A table should be included which identifies the content of each tape channel and the
corresponding calibration data required to reduce the signal to engineering units. An AC
calibration signal should be included as well as the more usual DC calibration signal.

e. Each data record must include complete identification and, as a minimum must contain test
point number, date, and facility identification.

8.5.2 Digital Data: Digital data should be transmitted in accordance with the guidelines set forth in
ARP1210. In addition, the following requirements should be met:

a. Conventions for transmitted data formats including file type, record formats, record length, and
data units shall be agreed upon by all involved parties.

b. A table should be included which identifies the following items for each data channel: channel
header or other identifier, physical location of measurement, sensor type, engineering units in
which the measurement channel is displayed, and the data field width and format specification
within the data file.

c. The program name should be specified at the beginning of the file.

d. Parameter names should be included and have one-to-one correspondence to data.

e. Either time or sample number should be included as part of each record.

PREPARED UNDER THE JURISDICTION OF

SAE COMMITTEE S-16, TURBINE ENGINE INLET FLOW DISTORTION
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 19 of 24

_________________________________________________________________________________________________

APPENDIX A
DISTORTION ELEMENT CALCULATIONS AND
STABILITY PRESSURE RATIO LOSS CORRELATION

A.1 CALCULATION OF DISTORTION ELEMENTS:

Inlet spatial distortion is described in terms of the circumferential and radial elements.

A.1.1 Circumferential Distortion Elements:

Circumferential distortion is described on a ring-by-ring basis in terms of intensity, extent, and

multiple-per-revolution elements. The intensity or level of distortion is a numerical indication of the
magnitude of the pressure distortion. The extent element is a numerical indication of the
circumferential size of the low-pressure region. The multiple-per-revolution element is a numerical
indication of the equivalent number of circumferential regions of low pressure.

A.1.1.1 One-Per-Rev Patterns: The “intensity” and “extent” elements of circumferential distortion are
obtained by linear interpolation of the pressures in a given instrumentation ring. Figure A1 shows
typical pressures for the probes in the i-th ring for a one-per-revolution pattern (one pressure
defect in 360°). Theta minus, θ i , is the circumferential extent of the low-pressure region. It is
defined by the intersection between the ring average pressure and the linear interpolation which
subtends the low-pressure region.

FIGURE A1 - Ring Circumferential Distortion for a One-Per-Rev Pattern

 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 20 of 24

_________________________________________________________________________________________________

A.1.1.1 (Continued):

_
Extent: θ i = θ 2i – θ 1i (Eq. A1)

∆PC
Intensity :  ------------  =  ----------------------------------------------
PAV – PAVLOW
 P i  i
(Eq. A2)
PAV

where:
360
1
PAV i = ----------
360 ∫ P ( θ ) i dθ (Ring Average Pressure)
0

P(θ)i is a function resulting from a linear fit between the data points
θ2
i
1
∫
PAVLOW i = ----_- P ( θ ) i dθ (Average Low Pressure)
θi
θ1
i

Multiple-Per-Rev : MPR i = 1 (Eq. A3)

A.1.1.2 Multiple-Per-Rev Patterns: The circumferential distortion intensity extent elements for multiple-
per-revolution distortion patterns are also determined by a linear interpolation procedure.
Figure A2 shows a pattern with two low-pressure regions separated by two high-pressure regions
of extents θ +i1 and θ +i2 . In all that follows, the analytical expressions will be written for the k-th
low-pressure region for Q low-pressure regions per ring. The intensity and extent elements of
each low pressure region are calculated by Equations A1 and A2.

FIGURE A2 - Ring Circumferential Distortion for a Multiple-Per-Rev Pattern

 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 21 of 24

_________________________________________________________________________________________________

A.1.1.2 (Continued):

Patterns with θ +ik ≤ θ +min

If the pattern has low-pressure regions circumferentially separated by high-pressure regions with
extents less than or equal to θ +min , it is considered as an equivalent one-per-revolution low-
pressure region and the multiple-per-revolution element is one. θ +min is specified by the descriptor
system developer. A value of θ +min of approximately 25° is suggested in the absence of other
information.

Q
_ _
Extent : θ i = ∑ θ ik (Eq. A4)
k=1
_
From Figure A2, θi = ( θ2 – θ 1 )i + ( θ4 – θ3 )i

∆PC
Intensity :  ------------ =  ----------------------------------------------
PAV – PAVLOW
 P i  i
(Eq. A5)
PAV

where:
Q
1
PAVLOW i = ----_- ∑ P ( θ ) i dθ
θi k = 1 _
∫
θ ik
Hence,

Q
 ∆PC
------------ θ _
∑
 P  ik ik
∆PC
Intensity :  ------------ = k=1
-----------------------------------------
- (Eq. A6)
 P i Q
–
∑ θ ik
k=1

Multiple-Per-Rev = MPR = 1 for this case.

+ +
Patterns with θ ik > θ min

If the pattern has low-pressure regions circumferentially separated by high-pressure regions with
+
extents greater than θ min , then the multiple-per-revolution element is greater than one.
∆PC ∆PC ∆PC
Intensity  ------------ is the  ------------ corresponding to the maximum value of  ------------ θ _ik .
P i P ik P ik
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 22 of 24

_________________________________________________________________________________________________

A.1.1.2 (Continued):
∆PC
Extent θ –i is the θ –ik corresponding to the maximum value of  ------------ θ _ik .
P ik
The multiple-per-revolution term is defined as the number of equivalent low-pressure regions, the
equivalence being based on the ratio of the total integrated area beneath PAVi in Figure A2 to the
largest single area beneath PAVi. This is given by the equation:

Q
 ∆PC
------------ θ _
 P  ik ik ∑
k=1
Multiple-Per-Rev : MPR i = -------------------------------------------
- (Eq. A7)
 ∆PC 
------------ θ _
 P  ik ik max

A.1.2 Radial Distortion Elements:

The radial distortion intensity of a ring is defined as the difference between the face-average
pressure and the ring-average pressure, divided by the face-average pressure. Both positive and
negative values of radial intensity are considered; positive values reflect a ring average pressure
that is below the face average. A typical tip-radial distortion pattern is shown in Figure A3. The
arrows indicate the difference in radial pressure for Ring 5. For the general ring, i, the radial
intensity is given as

∆PR PFAV – PAV

Intensity :  ------------ = ------------------------------------i (Eq. A8)
 P i PFAV

where:
N
1
PFAV = ----
N ∑ PAVi (Area Weighted Face Average Pressure)
i=1
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 23 of 24

_________________________________________________________________________________________________

FIGURE A3 - Radial Distortion Pattern

A.2 STABILITY PRESSURE RATIO LOSS CORRELATION:

The distortion descriptor elements given above are related to the loss of compressor stability
pressure ratio. While there does not appear to be any formula that can meet the requirements of
every compressor, an equation which is general in nature can be expanded to include nearly any
distortion descriptor used to date:

N
∆PC ∆PR
KC i ×  ------------ + KR i ×  ------------ + C i × 100
∆PRS = ∑  P i  P i (Eq. A9)
i=1

∆PRS is the loss of stability pressure ratio due to distortion, expressed as a percent of the
undistorted stability pressure ratio.
 Downloaded from SAE International by Univ of Toronto, Tuesday, February 16, 2021

SAE INTERNATIONAL ARP1420™C Page 24 of 24

_________________________________________________________________________________________________

A.2 (Continued):

The sensitivity and offset coefficients (KC, KR, and C) are empirically determined and will vary with
both distortion (extent, multiple-per-rev, etc.), compression system design, and operating conditions.
They are derived from test data and should be of sufficient accuracy to correlate the effect of critical
distortion patterns to within ±2% stability pressure ratio. The loss in stability pressure ratio for
downstream compression components should be calculated according to Equation A9 through the
introduction of distortion transfer coefficients.

The loss of stability pressure ratio in the case of a fixed operating point may be related to the loss in
stability margin (see Figure 1) through the following equation:

∆SM =  ------------ × ∆PRS

PR1
(Eq. A10)
PR0