Abstract
Alternate aviation fuels for military or commercial use are required to satisfy MIL-DTL-83133F or ASTM D 7566 standards, respectively, and are classified as “drop-in’’ fuel replacements. To satisfy legacy issues, blends to 50% alternate fuel with petroleum fuels are acceptable. Adherence to alternate fuels and fuel blends requires “smart fueling systems’’ or advanced fuel-flexible systems, including combustors and engines, without significant sacrifice in performance or emissions requirements. This paper provides preliminary performance and emissions and particulates combustor sector data. The data are for nominal inlet conditions at 225 psia and 800°F (1.551 MPa and 700 K), for synthetic-paraffinic-kerosene- (SPK-) type (Fisher-Tropsch (FT)) fuel and blends with JP-8+100 relative to JP-8+100 as baseline fueling. Assessments are made of the change in combustor efficiency, wall temperatures, emissions, and luminosity with SPK of 0%, 50%, and 100% fueling composition at 3% combustor pressure drop. The performance results (Part A) indicate no quantifiable differences in combustor efficiency, a general trend to lower liner and higher core flow temperatures with increased FT fuel blends. In general, emissions data (Part B) show little differences, but, with percent increase in FT-SPK-type fueling, particulate emissions and wall temperatures are less than with baseline JP-8. High-speed photography.
Highlights
Synthetic and biomass fueling are considered as nearterm aviation alternate fueling
This paper provides preliminary performance, luminosity, emissions, and particulates combustor sector data relative to JP-8+100 as baseline fueling, for synthetic-paraffinickerosene- (SPK-) type fuel blends ( FT-type fuel) and projections for testing of biofuel fuel blends leading to preliminary development of smart fueling and combustor systems for the generation aeronautic and aeronautic-derivative gas turbine engines
Alternate fueling testing is being carried out to determine preliminary performance, emissions, and particulates combustor sector data for synthetic paraffinic kerosene (SPK)-type (e.g., Fischer-Tropsch) fuel blends, relative to JP-8+100 as baseline fueling, and to make projections for testing biofuel fuel blends leading to preliminary development of smart fueling and combustor systems for the generation aeronautic and aeronautic-derivative gas turbine engines
Summary
Synthetic and biomass fueling are considered as nearterm aviation alternate fueling. Many land-based and marine power generation systems are elderly, known as the legacy issue. Fueling these systems requires careful compliance to the fuel handling and engine systems for which they were (are) designed. Diesel biomass-derived oils are often unsuitable because sufficient aromatics and sulfur are lacking, which provide lubricity, reducing design component life. To counter these issues, additives are promoted. This paper provides preliminary performance, luminosity, emissions, and particulates combustor sector data relative to JP-8+100 as baseline fueling, for synthetic-paraffinickerosene- (SPK-) type fuel blends ( FT-type fuel) and projections for testing of biofuel fuel blends leading to preliminary development of smart fueling (fuel flexible) and combustor systems for the generation aeronautic and aeronautic-derivative gas turbine engines. Fueling acronyms are synthetic paraffinic kerosene (SPK) and hydro-treated renewable jet (HRJ) known as bio-SPK or (SPK from hydroprocessed esters and fatty acids) SPK-HEFA and proposed as ASTM D 7566Annex-1
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