Future Trends in Commercial Aviation Engines’ Combustion - Novel Combustion Concepts for Sustainable Energy Development - page 165

Fig. 56 60 0 single element SV-LDI dynamic investigations in a flametube conducted by Prof. Bill
Anderson ' s group; reproduced from Gejji et al. ( 2014 )

10 Summary

This article gives an overview of the current rich-dome combustion system design,
requirements, challenges, three alternatives to rich domes, lean dome NO x entitle-
ment, alternative fuels, operability, dynamics, and accuracy level expectations from
modeling and engineering correlations. Limited by the page count normally asso-
ciated with any article, the most of the material presented here is from the author

s
personal experience; and this should not be misinterpreted by the reader for lack of
relevance and/or respect for the outstanding quality works being conducted by the
numerous combustion research,

'

technology, and product development teams.

Several large low-NO x rich domes ' takeoff EINO x is reproduced well by a simple

w R 0303PR 1 : 9722

correlation EINO xRD L ¼ 0 :

2

¼ 0 : 9906 including Talon II and

Trent1000. However, the LTO NO x is correlated well by a similarly good quality

curve only for the group of combustors without Trent1000, DP = F 00 ¼

6793PR 1 : 2241 0 : compared to lower value expression for Trent1000 alone

1292PR 1 : 6327 . Consistent with the NO x stringency pattern set by
CAEP4, CAEP6, and CAEP8 and longtime goal for achieving 85 % reduction in
takeoff NO x

DP = F 00 ¼ 0 :

at 30 OPR, we propose the long-term LTO regulatory standard of

CAEP = 18 ¼ 37 : 763 þ 2 p effective December 31, 2033.