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In the dynamic testing of jet engines the evaluation of loads on the mount structure is vital for comparison with finite element calculations of such testing. Measuring these loads with the help of strain gauges applied to the structure becomes difficult if the mount is overdetermined and thus not every strain gauge can be assigned to a single load direction. In this study, the overdetermined mount structure of the BR715 engine was examined at one of the three mounting points between the Boeing 717 airframe and the engine, where loads in five directions were reacted. Firstly, the dependence of five measured strains upon known static load conditions at the mounting point had to be determined. For this purpose a static calibration test was carried out where defined forces and moments in known directions were applied to the structure while the output from five strain gauges was measured accordingly. The result was the desired relationship between loads and strains in terms of a matrix, which yields the corresponding load condition of the examined mounting point if multiplied with a set of strains. The same calibration procedure was carried out with a finite element model of the mount, where direct comparison to dynamic load results from the model itself was possible. With this model the validity of the above method was shown as well as possible errors which may occur while evaluating dynamic test results. The method was found to give satisfactory results even for dynamic loading, although some inertia forces disturb the signals in dynamic testing. Finally, the results from an actual dynamic engine test were processed into loads and then compared to the simulated loads from a finite element model of the engine. Good agreement was found and the indication of any remaining discrepancies was used to update the model for an even better representation of the dynamic test loads.
A 3-stage model of a low pressure steam turbine has been equipped with extensive instrumentation to assess aerodynamic performance and for validation of numerical methods. Emphasis was placed on detailed measurements at the inlet and exit of the last stage guide vane. Two configurations were examined – the first used a guide vane with lean in the last stage and a the second used a guide vane combining both lean and sweep. The experimental results from the two configurations have been compared with data from various design methods, ranging from through-flow to 3D multistage viscous simulations with mixing planes. Despite the challenges in modelling complex rotating blades in a wet steam environment, good agreement between the numerical and experimental results was obtained, and the new stator vane combining lean and sweep achieved the desired increase in reaction at the hub section.