Environmental Engineering Reference
In-Depth Information
previous paragraph are applicable except that the intermediate zone here is lying in
a domain in between the pilot and main
flame by itself can
become the source of higher smoke. However, the TAPS product team has done a
good job in modifying the engine tested in 2009 (which had the highest smoke
number of 8) to produce only 0.6 smoke number in the engine tested in 2012, as
summarized in Fig.
35
. In summary, the second generation lean domes produce
exhaust smoke number in an order of magnitude lower than the rich domes.
fl
flames; and that the main
fl
3.2.3 LEAP-X and GE9-X Engines
TAPS II
'
LEAP-X is expected to use TAPS II combustion system (M
Bengue
2010
), with
pressure ratios considerably higher than its predecessor CFM56 engine. It may be
recalled that the TAPS technology demonstration was done on a CFM demonstrator
engine with engine NO
x
data presented previously in Fig.
27
which shows that its
takeoff was approximately twice of the GEnx. We do not know whether the LEAP-
XNO
x
will fall on the dotted black or green curves shown in Fig.
27
; but the
product results for takeoff NO
x
and the characteristic LTO NO
x
'
(viz. Fig.
28
)will
add another signi
cant milestone on the viability of the second generation lean
domes especially considering that
“
more than 7,500 total LEAP engine orders to
The GE9X a new engine for the next Boeing 777x airplane with approximately
12 % lower fuel burn will use
“
a 3rd generation TAPS, and advanced fuel nozzles
using additive manufacturing
technology according to the GE Aviation press
release dated November 19, 2013,
http://www.geaviation.com/press/ge90/ge90_
20131119a.html
.
The author looks forward to adding data points of LEAP-X and
GE9X to Figs.
27
,
28
,
29
,
30
and
31
to illustrate maturity of the second generation
lean domes for medium, large and very large aviation engines for a very large range
of operating pressure ratios, namely 25
”
-
60.
4NO
x
Entitlement
Figure 11 of Mongia (
2011c
) gives description and NO
x
data on a unique accel-
erating swirler passage (ASP) module tested behind the NASA iconic lean pre-
mixing vaporizing multiventuri injectors (Tacina
1990
). The NASA test data was
conducted at the High Speed Research (HSR) supersonic cruise point of
P
3
= 150 psi (1,034 kPa) and T
3
= 1100
°
F (866 K) for combustor outlet temperature
up to 2,100 K giving EINO
x
≤
1.0. Mongia (
2011c
) assumed that ASP NO
x
data
can be used as NO
x
entitlement for aviation engines. Figure 3 of Mongia (
2008
)
gives EINO
x
data taken in a NASA
fl
flametube rig at
xed P
3
= 400 psi (2,758 kPa)
and T
3
= 1,000
°
F (811 K) and FAR = 0.027 of an Advanced Multi-Swirlers (AMS)
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