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Fig. 39 Particle number
density versus fuel flow rate
of the CFM56 engine with the
base fuel (JP8), FT-1, and its
blend; reproduced from
Bulzan et al. ( 2010 )
Fig. 40 Particle number
density versus fuel flow rate
of the CFM56 engine with the
base fuel (JP8), FT-2 and its
blend; reproduced from
Bulzan et al. ( 2010 )
6 Second Alternative to Rich Domes SV-LDI
The
first generation lean dome aviation engines have been in revenue service since
the middle 1990s for up to 40 OPR with no
flashback, or autoignition
incidence (F 3 ) reported publicly; but the author calls them as LDI. The same
statement is valid for the recently introduced second generation partially premixing
lean domes
fl
flameholding,
fl
flying in both the Boeing 747 and 787 airplanes. The premix aerode-
rivative industrial engines with up to a pressure ratio of 30 since the middle 1990s
and the most recently introduced 40 pressure engines have not reported these F 3
problems normally associated with lean domes. This does not imply that these
fl
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