Combustion in Advanced Gas Turbine Systems. Proceedings of by I. E. Smith

By I. E. Smith

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Additional resources for Combustion in Advanced Gas Turbine Systems. Proceedings of an International Propulsion Symposium Held at the College of Aeronautics, Cranfield, April 1967

Example text

18. Whilst this standard of flame tube gave satisfactory smoke performance, occasional rig tests would produce a gas temperature traverse with peak temperatures as much as 100° above the normal. It was felt that this problem would be largely alleviated and, in all probability, the smoke emission would be still further reduced if, whilst generally retaining the overall flow proportions of the larger chuted secondary holes flame tube, the overall pressure loss could be restored to the original design value by reducing all the hole areas in the flame tube.

48 κ . G R A D O N A N D S . C. M I L L E R FIG. 4. Flame tube cooling devices. FIG. 5. Tubo-annular dilution zone. THE ROLLS-ROYCE S P E Y 49 ENGINE Also from the Conway came the pilot nozzle spray-bar configuration on the fuel burner known as the microcage which was added to the basic duple burner to give consistent ignition (see Fig. 7). Lack of consistent ignition had been shown to be a serious problem soon after the Conway entered service and the microcage design, which produced a solution by reducing fuel concentration near the igniter, was incorporated quickly into the Spey.

F r o m that engine came the principles of flame tube cooling—the hemispherical flare and the discharge nozzle by splash cooling strips, and the body of the flame tube by wigglestrips (see Fig. 4). Further, Avon work had demonstrated the necessity for a sphtter and back stop system in the annulus to control the difficult dilution airflow problems on a tubo-annular design (see Fig. 5). From the Conway came the idea of the common entry snout to give a uniform annulus velocity distribution. In any tubo-annular system, the airflow is reluctant to spread evenly round the circumference of the flame tube and low velocity regions appear at the top and bottom (see Fig.

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