Academic literature on the topic 'Kerosene Jet A-1'
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Journal articles on the topic "Kerosene Jet A-1"
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Agbasi, Okechukwu E. "Comparison of Electrical Resistivity of Soots Formed by Combustion of Kerosene, Diesel, Aviation Fuel and their Mixtures." BEN Vol:2 Issue:3 2021 2, no. 3 (February 27, 2021): 6–10. http://dx.doi.org/10.36937/ben.2021.003.002.
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This research paper presents analysis of electrical resistivity values of soots formed by combustion of kerosene, diesel fuel, aviation fuel (Jet A.1), that of kerosene -diesel mixtures at different proportions and that of aviation fuel (Jet A.1)-diesel mixtures at various percentages. The results of the analysis reveal that soots formed by combusting kerosene, diesel, aviation fuel (Jet A.1) and their respective mixtures have electrical resistivity values ranging from 3.516 x 10-1Ωm to 1.836 x 10-1 Ωm . Soot from diesel fuel has the lowest value whereas soot from kerosene has the highest value of electrical resistivity. The obtained values are within the range of electrical resistivity values for materials classified as semiconductors. Electrical resistivity varies non-linearly with percentage composition of mixture constituents for soot formed by combusting kerosene-diesel mixture or aviation fuel (Jet A.1)-diesel mixture. Soot produced by combustion of pure diesel fuel has less resistivity value, indicating higher conductivity than soot obtained from the burning of aviation fuel whereas soot got from the combustion of kerosene exhibits higher electrical resistivity value than the former. This work has provided a database on the electrical resistivity values of soot (kerosene, diesel fuel, aviation fuel (Jet A.1)) formed as a result of combustion of some fuels and their mixtures for probable utilization by electrical, electronics and petroleum industries. Such database is being reported for the first time, hence making this research work a novel.
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Gokulakrishnan, P., G. Gaines, J. Currano, M. S. Klassen, and R. J. Roby. "Experimental and Kinetic Modeling of Kerosene-Type Fuels at Gas Turbine Operating Conditions." Journal of Engineering for Gas Turbines and Power 129, no. 3 (May 31, 2006): 655–63. http://dx.doi.org/10.1115/1.2436575.
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Experimental and kinetic modeling of kerosene-type fuels is reported in the present work with special emphasis on the low-temperature oxidation phenomenon relevant to gas turbine premixing conditions. Experiments were performed in an atmospheric pressure, tubular flow reactor to measure ignition delay time of kerosene (fuel–oil No. 1) in order to study the premature autoignition of liquid fuels at gas turbine premixing conditions. The experimental results indicate that the ignition delay time decreases exponentially with the equivalence ratio at fuel-lean conditions. However, for very high equivalence ratios (>2), the ignition delay time approaches an asymptotic value. Equivalence ratio fluctuations in the premixer can create conditions conducive for autoignition of fuel in the premixer, as the gas turbines generally operate under lean conditions during premixed prevaporized combustion. Ignition delay time measurements of stoichiometric fuel–oil No. 1∕air mixture at 1 atm were comparable with that of kerosene type Jet-A fuel available in the literature. A detailed kerosene mechanism with approximately 1400 reactions of 550 species is developed using a surrogate mixture of n-decane, n-propylcyclohexane, n-propylbenzene, and decene to represent the major chemical constituents of kerosene, namely n-alkanes, cyclo-alkanes, aromatics, and olefins, respectively. As the major portion of kerosene-type fuels consists of alkanes, which are relatively more reactive at low temperatures, a detailed kinetic mechanism is developed for n-decane oxidation including low temperature reaction kinetics. With the objective of achieving a more comprehensive kinetic model for n-decane, the mechanism is validated against target data for a wide range of experimental conditions available in the literature. The data include shock tube ignition delay time measurements, jet-stirred reactor reactivity profiles, and plug-flow reactor species time–history profiles. The kerosene model predictions agree fairly well with the ignition delay time measurements obtained in the present work as well as the data available in the literature for Jet A. The kerosene model was able to reproduce the low-temperature preignition reactivity profile of JP-8 obtained in a flow reactor at 12 atm. Also, the kerosene mechanism predicts the species reactivity profiles of Jet A-1 obtained in a jet-stirred reactor fairly well.
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von Langenthal, Thomas, Matthias Martin Sentko, Sebastian Schulz, Björn Stelzner, Dimosthenis Trimis, and Nikolaos Zarzalis. "Experimental Characterization of Flame Structure and Soot Volume Fraction of Premixed Kerosene Jet A-1 and Surrogate Flames." Applied Sciences 11, no. 11 (May 24, 2021): 4796. http://dx.doi.org/10.3390/app11114796.
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Modeling the chemical reactions and soot processes in kerosene flames is important to support the design of future generations of low-emission aircraft engines. To develop and validate these models, detailed experimental data from model flames with well-defined boundary conditions are needed. Currently, only few data from experiments with real aircraft engine fuels are available. This paper presents measurements of temperature, species and soot volume fraction profiles in premixed, flat flames using Jet A-1 kerosene and a two-component surrogate blend. Measurements were performed using a combination of TDLAS, GC and laser extinction. The results show that the flame structure in terms of temperature and species profiles of the kerosene and surrogate flames are very similar but differ greatly in the resulting soot volume fractions. Furthermore, the study shows that the available chemical mechanisms can correctly predict the temperature profiles of the flames but show significant differences from the experimentally observed species profiles. The differences in the sooting tendency of the kerosene and the surrogate are further investigated using detailed chemical mechanisms.
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Chuck, Christopher J., and Joseph Donnelly. "The compatibility of potential bioderived fuels with Jet A-1 aviation kerosene." Applied Energy 118 (April 2014): 83–91. http://dx.doi.org/10.1016/j.apenergy.2013.12.019.
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Dagaut, Philippe. "Kinetics of Jet Fuel Combustion Over Extended Conditions: Experimental and Modeling." Journal of Engineering for Gas Turbines and Power 129, no. 2 (February 1, 2006): 394–403. http://dx.doi.org/10.1115/1.2364196.
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The oxidation of kerosene (Jet-A1) has been studied experimentally in a jet-stirred reactor at 1 to 40atm and constant residence time, over the high temperature range 800-1300K, and for variable equivalence ratio 0.5<φ<2. Concentration profiles of reactants, stable intermediates, and final products have been obtained by probe sampling followed by on-line and off-line GC analyses. The oxidation of kerosene in these conditions was modeled using a detailed kinetic reaction mechanism (209 species and 1673 reactions, most of them reversible). In the kinetic modeling, kerosene was represented by four surrogate model fuels: 100% n-decane, n-decane-n-propylbenzene (74%∕26%mole), n-decane-n-propylcyclohexane (74%∕26%mole), and n-decane-n-propylbenzene-n-propylcyclohexane (74%∕15%∕11%mole). The three-component model fuel was the most appropriate for simulating the JSR experiments. It was also successfully used to simulate the structure of a fuel-rich premixed kerosene-oxygen-nitrogen flame and ignition delays taken from the literature.
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Shapiro, Tatiana, Konstantin Chekanov, Alina Alexandrova, Galina Dolnikova, Ekaterina Ivanova, and Elena Lobakova. "Revealing of Non-Cultivable Bacteria Associated with the Mycelium of Fungi in the Kerosene-Degrading Community Isolated from the Contaminated Jet Fuel." Journal of Fungi 7, no. 1 (January 11, 2021): 43. http://dx.doi.org/10.3390/jof7010043.
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Fuel (especially kerosene) biodamage is a challenge for global industry. In aviation, where kerosene is a widely used type of fuel, its biodeterioration leads to significant damage. Six isolates of micromycetes from the TS-1 aviation kerosene samples were obtained. Their ability to grow on the fuel was studied, and the difference between biodegradation ability was shown. Micromycetes belonged to the Talaromyces, Penicillium, and Aspergillus genera. It was impossible to obtain bacterial isolates associated with their mycelium. However, 16S rRNA metabarcoding and microscopic observations revealed the presence of bacteria in the micromycete isolates. It seems to be that kerosene-degrading fungi were associated with uncultured bacteria. Proteobacteria, Actinobacteria, Bacteroidetes, and Firmicutes were abundant in the fungal cultures isolated from the TS-1 jet fuel samples. Most genera among these phyla are known as hydrocarbon degraders. Only bacteria-containing micromycete isolates were able to grow on the kerosene. Most likely, kerosene degradation mechanisms are based on synergism of bacteria and fungi.
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Shapiro, Tatiana, Konstantin Chekanov, Alina Alexandrova, Galina Dolnikova, Ekaterina Ivanova, and Elena Lobakova. "Revealing of Non-Cultivable Bacteria Associated with the Mycelium of Fungi in the Kerosene-Degrading Community Isolated from the Contaminated Jet Fuel." Journal of Fungi 7, no. 1 (January 11, 2021): 43. http://dx.doi.org/10.3390/jof7010043.
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Fuel (especially kerosene) biodamage is a challenge for global industry. In aviation, where kerosene is a widely used type of fuel, its biodeterioration leads to significant damage. Six isolates of micromycetes from the TS-1 aviation kerosene samples were obtained. Their ability to grow on the fuel was studied, and the difference between biodegradation ability was shown. Micromycetes belonged to the Talaromyces, Penicillium, and Aspergillus genera. It was impossible to obtain bacterial isolates associated with their mycelium. However, 16S rRNA metabarcoding and microscopic observations revealed the presence of bacteria in the micromycete isolates. It seems to be that kerosene-degrading fungi were associated with uncultured bacteria. Proteobacteria, Actinobacteria, Bacteroidetes, and Firmicutes were abundant in the fungal cultures isolated from the TS-1 jet fuel samples. Most genera among these phyla are known as hydrocarbon degraders. Only bacteria-containing micromycete isolates were able to grow on the kerosene. Most likely, kerosene degradation mechanisms are based on synergism of bacteria and fungi.
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Kumar, Manish, Srinibas Karmakar, Sonu Kumar, and Saptarshi Basu. "Experimental investigation on spray characteristics of Jet A-1 and alternative aviation fuels." International Journal of Spray and Combustion Dynamics 13, no. 1-2 (June 2021): 54–71. http://dx.doi.org/10.1177/17568277211010140.
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Potential alternative fuels that can mitigate environmental pollution from gas turbine engines (due to steep growth in the aviation sector globally) are getting significant attention. Spray behavior plays a significant role in influencing the combustion performance of such alternative fuels. In the present study, spray characteristics of Kerosene-based fuel (Jet A-1) and alternative aviation fuels such as butyl butyrate, butanol, and their blends with Jet A-1 are investigated using an air-blast atomizer under different atomizing air-to-fuel ratios. Phase Doppler Interferometry has been employed to obtain the droplet size and velocity distribution of various fuels. A high-speed shadowgraphy technique has also been adopted to make a comparison of ligament breakup characteristics and droplet formation of these alternative biofuels with that of Jet A-1. An effort is made to understand how the variation in fuel properties (mainly viscosity) influences atomization. Due to the higher viscosity of butanol, the SMD is higher, and the droplet formation seems to be delayed compared to Jet A-1. In contrast, the lower viscosity of butyl butyrate promotes faster droplet formation. The effects of the blending of these biofuels with Jet A-1 on atomization characteristics are also compared with that of Jet A-1.
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SKRZEK, Tomasz. "Duel fuel compression ignition engine fuelled with homogeneous mixtures of propane and kerosene-based fuel." Combustion Engines 178, no. 3 (July 1, 2019): 191–97. http://dx.doi.org/10.19206/ce-2019-333.
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The paper presents some results of examination of DF CI engine fuelled with kerosene-based fuel (Jet A-1) and propane. The aim was to obtain the maximum engine thermal and overall efficiency and checking the engine emissions for the application of significant share of propane as a main source of energy. The fuel which initiates the ignition was Jet A-1 provided by common rail system during the beginning of compression stroke. Propane was provided to inlet manifold in a gas phase. The method of providing of both fuels to the engine cylinder allowed to create nearly homogeneous mixture and realized HCCI process for dual fueling with Jet A-1 and propane. It was possible to compare two combustion strategies PCCI and HCCI for fuelling of CI engine with single fuel (Jet A-1) and dual fuelling with Jet A-1 and propane. The results of experiment show that the NOx and soot emissions are much lower than for standard CI or SI engines. The results also show very interesting potential role of propane in control of HCCI dual fuel combustion process which gives the new perspective of dual fuel engine development. The low levels of toxic components in exhaust gases encourage to test and develop this type of fuelling which could radically confine the negative influence on the environment as well as enable to apply an alternative fuels.
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Ardeshiri, Sh. "The impact of physico-chemical properties of the jet fuel and biofuels on the characteristics of gas-turbine engines." Civil Aviation High Technologies 22, no. 6 (December 26, 2019): 8–16. http://dx.doi.org/10.26467/2079-0619-2019-22-6-8-16.
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The current development trend of global civil aviation is the growth of passenger and freight traffic, which entails the consumption of jet fuel. Under these conditions, increasing the efficiency of jet fuel used is of great importance. Global energy consumption is constantly growing, and, first of all, the question of diversification of oil resources arises, resources from which the bulk of motor fuels is produced. Other types of raw energy sources (natural gas, coal, bio-mass) currently account for only a small part. However, an analysis of the development of jet fuels indicates that work is underway to obtain these from other sources of raw materials, especially bio-fuels. Much attention is given to obtaining bio-fuels from renewable sources – such as algae. The issue of the mass transition of civil aviation to alternative fuels is complex and requires the solution of intricate technical as well as economic issues. One of these is the assessment of the impact of new fuels on GTE performance. It is important to give an objective and quick assessment of the use of various types of fuels on the main characteristics of the engine – i.e., throttle and high-speed characteristics. In this case, it is necessary to take into account chemical processes in the chemical composition of new types of fuel. To assess the effect of fuels on the characteristics of a gas turbine engine, it is proposed to use a mathematical model that would take into account the main characteristics of the fuel itself. Therefore, the work proposes a mathematical model for calculating the characteristics of a gas turbine engine taking into account changes in the properties of the fuel itself. A comparison is made of the percentage of a mixture of biofuels and JetA1 kerosene, as well as pure JetA1 and TC-1 kerosene. The calculations, according to the proposed model, are consistent with the obtained characteristics of a gas turbine engine in operation when using JetA1 and TC-1 kerosene. Especially valuable are the obtained characteristics of a gas turbine engine depending on a mixture of biofuel and kerosene. It was found that a mixture of biofuel and kerosene changes the physicochemical characteristics of fuel and affects the change in engine thrust and specific fuel consumption. It is shown that depending on the obtained physicochemical properties of a mixture of biofuel and kerosene, it is possible to increase the fuel efficiency and environmental friendliness of the gas turbine engines used.
Dissertations / Theses on the topic "Kerosene Jet A-1"
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Liew, Kan Ern. "Fondements de la déshydrogénation partielle : étude théorique et expérimentale sur un nouveau combustible Méthode de traitement pour générer de l'hydrogène à partir de Jet Fuel." Thesis, Montpellier 2, 2011. http://www.theses.fr/2011MON20159.
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L'un des objectifs de l'industrie aéronautique est, aujourd'hui, de fournir une flotte aérienne plus efficace et plus respectueuse de l'environnement. C'est dans ce contexte qu'une nouvelle génération d'avions dit plus « électrifiés » (MEA, More Electrified Aircraft) est développée. Dans cette optique, l'utilisation multifonctionnelle d'une pile à combustible multifonctionnelle dans l'aéronef permettrait de réduire et de simplifier le nombre de systèmes embarqués. Toutefois l'intégration d'une pile à combustible à l'intérieur d'un avion pose un problème majeur :l'approvisionnement en hydrogène. Pour surmonter cet obstacle, la génération d'hydrogène à bord de l'avion semble être une solution appropriée étant donné la possibilité de produire le combustible à partir du kérosène JET-A1. Les technologies de reformage classique d'hydrocarbures comme le steam reforming, l'oxydation partielle et le reformage autothermique ne sont pas réalisables à bord d'un avion. C'est pourquoi un nouveau concept de génération d'hydrogène, à bord de l'aéronef, a été développé dans ce travail : La déshydrogénation partielle (PdH, PartialDeshydrogenation) du kérozène. Le kérosène modifié par la déshydrogénation est alors réinjecté dans le pool de carburant. L'objectif d'Airbus concernant ses futurs avions est d'embarquer un système de production d'hydrogène avec une capacité volumétrique de 80 gL-1 et une production d'hydrogène de 7.5 kg h-1 pour alimenter une pile à combustible d'une puissance de 125 KW. Dans ce projet, la cible à atteindre pour l'unité de production est : 1000 NLH2kgcat-1h-1 d'hydrogène avec une pureté supérieure à 98 % et une durée de vie de 100 heures.Ce travail s'intéresse à la faisabilité du concept PDh à partir d'études théoriques et expérimentales. Les études théoriques ont pour but de répondre aux questions fondamentales telles que la possibilité de déshydrogéner un hydrocarbure à basse température, la nature des espèces hydrocarbonées dans le carburant et sa pression de vapeur, la température idéale assurant le meilleur compromis entre la production d'hydrogène et la formation de coke qui désactive le catalyseur. Les études expérimentales ont été conduites à la fois à partir de catalyseurs d'hydrogénation-déshydrogénation commerciaux et à partir de catalyseurs optimisés pour la réaction PDh, préparés en laboratoire. A la lumière de ce travail, le matériau présentant les meilleures performances est un catalyseur bimétallique à base de platine et d'étain supporté sur l'alumine-g. Les résultats des différentes études expérimentales sont positifs et montrent qu'à basse température (350 °C) et P = 10 bar, la production d'hydrogène est de 435.3 NLH2kgcat-1h-1 avec une pureté supérieure à 98 % et avec une durée de vie extrapolée à 21.7 h. A haute température (450 °C) et P = 10 bar la pureté du gaz chute à 36.3% mais la production d'hydrogène de 1157.05 NLH2kgcat-1h-1, pour une durée de vie de21.7 h, est plus élevée que la cible fixée. Les courtes durées de vie observées dans les deux conditions d'expérience sont attribuées au dépôt de coke sur le catalyseur et à la présence de soufre au sein du kérosène.Toutefois ces travaux ont permis de montrer la pertinence et la faisabilité du concept PDh même si des recherches complémentaires demeurent nécessaires pour une application embarquéeThe aviation industry is in support to bring greener and more efficient aircraft into the skies, as new generation of more electrified aircraft (MEA) are being developed. One technology on this roadmap is to implement a fuel cell on-board an aircraft, which has a “multi-functional” approach and can reduce many on-board systems & simplify operations for an aircraft. However, the implementation of a PEMFC on-board has one drawback – the supply of hydrogen. On-board hydrogen generation poses certain advantageous as there is already a hydrogen-rich material on all aircrafts, aviation fuel Kerosene Jet A-1. However, conventional fuel reforming technologies such as steam reforming, partial oxidation (thermal or catalytic) and autothermal reforming are not feasible for aircraft application. Therefore, a novel hydrogen generation concept was developed in this work that is geared towards on-board operation called Partial Dehydrogenation (PDh). For future aircraft, Airbus is aiming to have a hydrogen delivery system with a volumetric capacity of ca. 80 g L--1, delivering 7.5 kg hr-1 of hydrogen to power a 125 kWe PEMFC on-board. However to nurture this new hydrogen generation concept, milestones were set to focus the development which is limited to 1000 NLH2 kgcat-1 hr-1 with >98 % pure hydrogen with a lifetime of 100 hours. This work investigates the feasibility of the concept of PDh, from theoretical studies to experimental investigations, paving the way to appraise the discoveries so far for aircraft applicability. Theoretical studies were aimed at answering fundamental questions such as the potential of low temperature dehydrogenation, hydrogen availability from Kerosene Jet A-1, hydrocarbon species within the fuel, the vapour pressure of such a complex fuel, and the ideal temperature range to operate for hydrogen liberation with limit coke formation. Experimental investigations were performed with commercial hydrogenation-dehydrogenation catalysts, as well as experimental catalysts designed for the PDh process. In which the best catalyst found thus far is a bimetallic Tin-Platinum catalyst on ã-alumina. The overall findings of the experimental investigation were positive and can be summed up in two different stages of development. At low temperature of 350 °C at 10 bar, hydrogen produced was at 435.3 NLH2 kgcat-1 hr-1, hydrogen purity exceeding 98 % were obtained but with an extrapolated lifetime of 21.7 hours. At higher temperature of 450 °C at 10 bar, hydrogen purity dropped to 36.3 % but exceeded the activity goal with 1157.05 NLH2 kgcat-1 hr-1, however, the lifetime was still extrapolated to be in the region of 21.7 hours. Coke deposition and the influence of sulphur can be explained by the short lifetime found within the experiments. Nevertheless, the novel hydrogen production concept PDh has been showed to be possible, but further research and development is required to achieve on-board applicability
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Mze, Ahmed Amir Eddine. "Etude expérimentale et modélisation de la cinétique de combustion d'alcanes lourds, de kérosènes reformulés et de carburants modèles : formation de polluants." Phd thesis, Université d'Orléans, 2011. http://tel.archives-ouvertes.fr/tel-00674848.
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Au cours de ces dernières années les activités de recherches sur les carburants reformulés destinés au secteur aéronautique ont considérablement augmenté. En effet, le fort développement du secteur aérien pousse les scientifiques à chercher une alternative au carburéacteur destiné aux aérodynes dans le but d'économiser le pétrole mais aussi de lutter contre le réchauffement climatique et la pollution atmosphérique. Dans cette thèse nous avons mené des expériences d'oxydation sur trois hydrocarbures lourds, un kérosène conventionnel Jet A-1, des kérosènes reformulés (bio kérosène) et de synthèse (carburant issu de la synthèse Fischer-Tropsch). Ces études ont été réalisées en réacteur auto-agité par jets gazeux à haute pression (10 atm), dans un large domaine de températures (550-1150 K) et à trois richesses (Ф=0,5, 1 et 2). Les analyses par spectrométrie d'absorption infrarouge à transformée de Fourier (IRTF) et la chromatographie en phase gazeuse (CPG-FID-TCD-MS) nous ont permis de mesurer les profils de concentration des réactifs, des produits finals et des intermédiaires stables en fonction de la température. Des mécanismes cinétiques détaillés adaptés aux composés étudiés ont été développés et validés par confrontation avec les résultats expérimentaux.
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Ranucci, Carolline Rodrigues. "Transesterificação seguida de destilação para a obtenção de bioquerosene de pinhão manso (Jatropha curcas L.), babaçu (Orbignya phalerata) e palmiste (Elaeis guineenses)." Universidade Estadual do Oeste do Parana, 2015. http://tede.unioeste.br:8080/tede/handle/tede/1803.
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The increase in global energy demand has contributed to the search for alternative energy sources aimed at reducing the dependency on fossil fuels. The airline industry increasingly invests in the development of a less dependent on fossil fuel sources, that is from renewable sources and to maintain the original composition of fossil kerosene (jet fuel-1), preventing changes are needed in aircraft engines. An alternative is the production of so-called Biokerosene from oil intended for energy purposes. In this context, there are the jatropha oil (Jatropha curcas L.), babassu (Orbignya phalerata) and palm kernel (Elaeis guineenses) who present themselves as strong potential for the production of bio-kerosene. The objective of this study was to obtain an alternative aviation biofuel to fossil kerosene (jet fuel-1) from the transesterification reaction by homogeneous catalysis, esters were subjected to vacuum fractional distillation process, and the fractions that showed higher contents of minor carbon chains compounds were mixed with fossil commercial kerosene in the proportions of 5, 10 and 20% (biokerosene/kerosene). Also mixtures of the methyl esters of kerosene were performed in the same proportions. Some quality specifications determined by the standard of ANP No. 38 of 28.07.2011 DOU 29.07.2011, as the kinematic viscosity, calorific value, density and flash point were tested for both the methyl esters and bio-kerosene as to their mixtures to fossil kerosene. Mixtures up to 20% bio-kerosene jatropha, babassu and palm kernel in the evaluated quality parameters only the calorific value did not meet the established limits, lying below this by a very small margin. Based on these results, it has been found feasible to carry blends of Jatropha Biokerosene, babassu oil and palm kernel prepared by this method with commercial jet fuel up to 10% (v/v), and if the range of acceptability of parameters is larger this percentage can reach up to 20%. The characterization of mixtures of methyl esters/kerosene confirmed that the biofuels obtained by the proportion between 10 and 20%, has properties comparable with the commercial aviation fuel available.
O aumento da demanda energética mundial tem contribuído para a busca de fontes alternativas de energia que visem à redução na dependência de combustíveis fósseis. O setor aéreo investe cada vez mais no desenvolvimento de um combustível menos dependente de fontes fósseis, que seja de origem renovável e que mantenha a composição original do querosene fóssil (QAV-1), evitando que sejam necessárias modificações nos motores das aeronaves. Uma alternativa está na produção do denominado bioquerosene a partir de oleaginosas destinadas para fins energéticos. Nesse contexto, tem-se os óleos de pinhão manso (Jatropha curcas L.), babaçu (Orbignya phalerata) e palmiste (Elaeis guineenses) que se apresentam como forte potencial para a produção de bioquerosene. O objetivo deste trabalho foi estudar a obtenção de um biocombustível de aviação alternativo ao querosene fóssil (QAV-1), a partir da reação de transesterificação por catálise homogênea, os ésteres obtidos foram submetidos ao processo de destilação fracionada a vácuo, e as frações que apresentaram maiores teores de compostos de cadeias de carbono menores foram misturadas ao querosene fóssil comercial nas proporções de 5, 10 e 20% (bioquerosene/querosene). Também foram realizadas misturas dos ésteres metílicos com o querosene nas mesmas proporções. Algumas especificações de qualidade determinadas pela Norma da ANP Nº 38, de 28.07.2011 DOU 29.07.2011, como a viscosidade cinemática, poder calorífico, massa específica e ponto de fulgor, foram testadas tanto para os ésteres metílicos e bioquerosene quanto para as suas misturas ao querosene fóssil. As misturas de até 20% de bioquerosene de pinhão manso, babaçu e palmiste nos parâmetros de qualidade avaliados apenas o poder calorífico não atendeu os limites estabelecidos, encontrando-se abaixo deste por uma margem muito pequena. Com base nestes resultados, verificou-se ser viável realizar misturas de bioquerosene de pinhão manso, babaçu e palmiste preparadas por este método com querosene de aviação comercial em até 10% (v/v), e caso a faixa de aceitabilidade dos parâmetros seja ampliada, este percentual pode chegar a até 20%. As caracterizações das misturas dos ésteres metílicos/querosene confirmaram que o biocombustível obtido pela proporção entre 10 e 20%, possui propriedades comparáveis com o combustível de aviação comercial disponível.
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Lenz, Bettina. "Untersuchungen zur autothermen Reformierung von Kerosin Jet A-1 zur Versorgung oxidkeramischer Festelektrolyt-Brennstoffzellen (SOFC)." [S.l.] : [s.n.], 2007. http://deposit.ddb.de/cgi-bin/dokserv?idn=983204225.
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Al-Nuaimi, Ibrahim Awni Omar Hassan. "A Path to the Formulation of New Generations of Synthetic Jet Fuel Derived from Natural Gas." Thesis, 2013. http://hdl.handle.net/1969.1/150984.
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Characterization of jet fuels obtained from sources other than crude oil is a modern area of research that is developing continuously to replace available petroleum-based fuels with ‘drop-in’ alternative fuels. Therefore, reliable composition-property relations are developed to correlate the hydrocarbon compositions of formulated synthetic fuels with their properties to be certified for aviation commercial use.
Intensive studies have been initiated at Texas A&M University Qatar in collaboration with industry and academia to study synthetic jet fuels derived from natural gas. These studies are being implemented at its Fuel Characterization Lab where the most advanced testing equipment is used and strict Quality Management and safety systems are followed.
This study is divided into two tracks. The first track is focused on conducting experimental investigations using in-house formulated synthetic jet fuels derived from natural gas via Gas-to-Liquid technology and Fischer-Tropsch chemistry. Throughout this research work, these fuels will be referred to as Synthetic Paraffinic Kerosene (SPK). These experimental investigations activities are composed of three phases: the first phase focuses on the influence of SPK building blocks (paraffinic hydrocarbons) on fuels’ properties, the second phase concerns evaluating the role of aromatics and cyclo-paraffins on properties, and the third phase studies the influence of mixing SPK with conventional Jet A-1 derived from crude oil. All of the aforementioned experimental investigations are aimed at building an experimental data bank to assist the efforts of the formulation of new generations of SPKs that meet aviation industry standards. On the other hand, the second track is directed towards the development of mathematical correlations for four properties of high importance to SPK certification. These correlations aim at optimizing fuel composition whereby major physical/chemical properties of ASTM D1655 are met at the lowest cost of composed fuel.
The primary findings of this study showed that GTL derived SPK paraffinic constituents can improve certain properties while affecting others negatively, and emphasizing the necessity of aromatics in improving specific properties. Further studies compensating the absence of aromatics and sulfur through blended Jet A-1 revealed a practical solution through jet fuels optimization based on cost and technical effective manners.
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Kholghy, Mohammad Reza. "The Evolution of Soot Morphology in Laminar Co-flow Diffusion Flames of the Surrogates for Jet A-1 and a Synthetic Kerosene." Thesis, 2012. http://hdl.handle.net/1807/33270.
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An experimental study was performed to study soot formation and evolution in atmospheric, laminar, coflow, diffusion flames of Jet-A1, Synthetic Paraffinic Kerosene and their surrogates. Light extinction, rapid thermocouple insertion and thermophoretic sampling followed by transmission electron microscopy and atomic forced microscopy were used to obtain soot volume fraction profiles, temperature profiles and soot morphologies, respectively. Different soot evolution processes were observed on the flame centerline and on a streamline with a significantly different temperature history. Formation and agglomeration of the first soot particles are different on the two streamlines. Transparent liquid-like particles are produced in large volumes in the early regions of the flame centerline where T < 1500 K; these particles are undetectable by the extinction method with the wavelength of 632.8 nm. Most of the currently used computational soot models do not predict the liquid-like nature of nascent soot particles which has major effects on the modeling.
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Lenz, Bettina [Verfasser]. "Untersuchungen zur autothermen Reformierung von Kerosin Jet A-1 zur Versorgung oxidkeramischer Festelektrolyt-Brennstoffzellen (SOFC) / von Bettina Lenz." 2007. http://d-nb.info/983204225/34.
Full textConference papers on the topic "Kerosene Jet A-1"
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Dagaut, Philippe, and Sandro Gai¨l. "Kinetics of Gas Turbine Liquid Fuels Combustion: Jet-A1 and Bio-Kerosene." In ASME Turbo Expo 2007: Power for Land, Sea, and Air. ASMEDC, 2007. http://dx.doi.org/10.1115/gt2007-27145.
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The oxidation of kerosene and bio-kerosene (kerosene-rapeseed oil methyl esters 80/20 in mole) was studied experimentally in a jet-stirred reactor at 10 atm and constant residence time, over the high temperature range 740-1200 K, and for variable equivalence ratios in the range 0.5–1.5. Concentration profiles of reactants, stable intermediates, and final products were obtained by probe sampling followed by on-line and off-line GC analyses. The oxidation of these fuels in these conditions was modeled using a detailed kinetic reaction mechanism consisting of 2027 reversible reactions and 263 species. The surrogate bio-kerosene model-fuel used consisted of a mixture of n-hexadecane, n-propylcyclohexane, n-propylbenzene, and n-decane. For bio-kerosene, the methyl ester fraction was simply represented by n-hexadecane. The proposed kinetic reaction mechanism used in the modeling yielded a good representation of the kinetics of oxidation of kerosene and bio-kerosene under JSR conditions. The data and the model showed the bio-kerosene (Jet A-1/RME mixture) has a slightly higher reactivity than Jet A-1 whereas not major modification of the products distribution was observed besides the formation of small methyl esters from RME’s oxidation.
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Doublet, Pierre, Christine Lempereur, Virginel Bodoc, Mikael Orain, and Pierre Gajan. "Planar droplet sizing: Application to a spray of Jet A1 kerosene." In ILASS2017 - 28th European Conference on Liquid Atomization and Spray Systems. Valencia: Universitat Politècnica València, 2017. http://dx.doi.org/10.4995/ilass2017.2017.4698.
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Optical techniques are widely employed for their non-intrusive behavior and are applied to two-phase flowinvestigations. Until now, the most commonly used technique to determine the droplet size is the Phase Doppler Anemogranulometry, although it is time consuming for an overall injector characterization. An imaging technique called Planar Droplet Sizing has been used to offer an alternative and provide a spatially-resolved 2D map of the Sauter Mean Diameter (SMD). The measurement is based on the ratio between laser-induced fluorescence and scattered light intensities which are assumed to be proportional respectively to the droplet volume and droplet surface area. However, previous studies revealed that the dependence of fluorescence intensity on the droplet volume can be altered by the absorption of light in the liquid. The scattered light intensity depends on the scattering angle and intensity variations within the field of view must be avoided.The aim of this study is to make the PDS technique operational for a Jet A-1 kerosene spray. A strong absorption of liquid kerosene appears under UV excitation at 266 nm making the technique unsuitable. Under visible excitation at 532 nm, a fluorescent tracer (Pyrromethene 597) must be added to the kerosene to enhance the fluorescence signal. To prevent scattered light intensity variations within the field of view, an optimal scattering angle close to 115° is required. An image processing algorithm is proposed in order to reduce the effects ofmultiple scattering.DOI: http://dx.doi.org/10.4995/ILASS2017.2017.4698
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Sun, Mingshan, and Zhiwen Gan. "A Numerical Study on the Influence of Hydrogen Addition on Soot Formation in a Laminar Aviation Kerosene (Jet A1) Flame at Elevated Pressure." In ASME Turbo Expo 2021: Turbomachinery Technical Conference and Exposition. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/gt2021-59203.
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Abstract The hydrogen addition is a potential way to reduce the soot emission of aviation kerosene. The current study analyzed the effect of hydrogen addition on aviation kerosene (Jet A1) soot formation in a laminar flame at elevated pressure to obtain a fundamental understanding of the reduced soot formation by hydrogen addition. The soot formation of flame was simulated by CoFlame code. The soot formation of kerosene-nitrogen-air, (kerosene + replaced hydrogen addition)-nitrogen-air, (kerosene + direct hydrogen addition)-nitrogen-air and (kerosene + direct nitrogen addition)-nitrogen-air laminar flames were simulated. The calculated pressure includes 1, 2 and 5 atm. The hydrogen addition increases the peak temperature of Jet A1 flame and extends the height of flame. The hydrogen addition suppresses the soot precursor formation of Jet A1 by physical dilution effect and chemical inhibition effect, which weaken the poly-aromatic hydrocarbon (PAH) condensation process and reduce the soot formation. The elevated pressure significantly accelerates the soot precursor formation and increases the soot formation in flame. Meanwhile, the ratio of reduced soot volume fraction to base soot volume fraction by hydrogen addition decreases with the increase of pressure, indicating that the elevated pressure weakens the suppression effect of hydrogen addition on soot formation in Jet A1 flame.
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Manipurath, Shaji S. "Experimental Study of Superheated Kerosene Jet Fuel Sprays From a Pressure-Swirl Nozzle." In ASME Turbo Expo 2017: Turbomachinery Technical Conference and Exposition. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/gt2017-64846.
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The development of higher thermal stability fuels and the development of onboard fuel deoxygenation systems may permit the preheating of fuel up to about 755 K before the onset of pyrolysis. At a sufficiently high fuel temperature for a given combustion chamber pressure, the flash vaporization of liquid or supercritical state fuel can ensue upon injection into the chamber. The performance of standard aviation turbine engine fuel nozzles, designed for mechanically breaking up liquid sprays, may thus be significantly altered by the employment of severely preheated fuel. An evaluation of heated and superheated Jet A-1 sprays from a pressure-swirl atomizer was implemented in a purpose-built test facility. Laser sheet imaging of the spray yielded simultaneous axial cross-sectional maps of Mie-scatter and fluorescence signals. In addition, particle image velocimetry was also used to measure the spray droplet velocity-field. The results indicated that increasing the fuel’s dimensionless level of superheat ΔT* from −1.8 to 0.6 yielded significant changes in the spray structure; specifically, finer droplet sizes, a more uniform dropsize distribution across the spray, increased spray cone angle till about ΔT* = −0.8 followed by a contraction thereafter, marginally increased spray penetration, and significantly higher localised near nozzle tip droplet velocities. The measurements supported the hypothesis that the initial hollow-cone spray structure evolves to a near solid-cone structure with a central vapour core as the fuel is superheated.
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Clearwater, Barry. "Pressure Testing of Airport Underground Aviation Fuel Hydrant With Jet A-1 Fuel on Completion of Construction." In ASME 2002 Engineering Technology Conference on Energy. ASMEDC, 2002. http://dx.doi.org/10.1115/etce2002/pipe-29133.
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The paper is a description of the author’s experience in the pressure testing of airport underground fuel hydrants with aviation kerosene type fuel, Jet A-1. The paper will discuss pressure testing codes, useful and practical proof (strength) test and leak test acceptance criteria. Equipment to be used for the measurement of test pressures and temperatures will be discussed. Problems and advantages with testing with fuel will be covered. Interpretation of leak detection results by correlating pressure test response with temperature measurements and presentation of the concept that the trend is more important than the absolute values of pressure and temperature will be covered. Promotion of the idea that research is needed into the sensitivity of leak detection. The author has experience in the pressure test in a variety of fuel hydrants, but most recently with the fuel hydrant at the new Hong Kong International Airport at Chek Lap Kok, Hong Kong.
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Riebl, Sebastian, Marina Braun-Unkhoff, and Uwe Riedel. "A Study on the Emissions of Alternative Aviation Fuels." In ASME Turbo Expo 2016: Turbomachinery Technical Conference and Exposition. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/gt2016-57361.
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Currently, the aviation sector is seeking for alternatives to kerosene from crude oil, as part of the efforts combating climate change by reducing greenhouse gas (GHG) emissions, in particular carbon dioxide (CO2), and ensuring security of supply at affordable prices. Several synthetic jet fuels have been developed including sustainable bio-kerosene, a low-carbon fuel. Over the last years, the technical feasibility as well as the compatibility of alternative jet fuels with today’s planes has been proven However, when burning a jet fuel, the exhaust gases are a mixture of many species, going beyond CO2 and water (H2O) emissions, with nitrogen oxides (NOx), carbon monoxide (CO), unburned hydrocarbons (UHC) including aromatic species and further precursors of particles and soot among them. These emissions have an impact on the local air quality as well as on the climate (particles, soot, contrails). Therefore, a detailed knowledge and understanding of the emission patterns when burning synthetic aviation fuels is inevitable. In the present paper, these issues are addressed by studying numerically the combustion of four synthetic jet fuels (Fischer-Tropsch fuels). For reference, two types of crude-oil based kerosenes (Jet A-1 and Jet A) are considered, too. Plug flow calculations were performed by using a detailed chemical-kinetic model validated previously. The composition of the multi-component jet fuels were imaged by using the surrogate approach. Calculations were done for relevant temperatures, pressures, residence times, and fuel equivalence ratios φ. Results are discussed for NOx, CO as well as benzene and acetylene as major soot precursors. According to the predictions, the NOx and CO emissions are within about ± 10% for all fuels considered, within the parameter range studied: T = 1800 K, T = 2200 K; 0.25 ≤ φ ≤ 1.8; p = 40 bar; t = 3 ms. The aromatics free GtL (Gas to Liquid) fuel displayed higher NOx values compared to Jet A-1/A. In addition, synthetic fuels show slightly lower (better) CO emission data than Jet A-1/A. The antagonist role of CO and NOx is apparent. Major differences were predicted for benzene emissions, depending strongly on the aromatics content in the specific fuel, with lower levels predicted for the synthetic aviation fuels. Acetylene levels show a similar, but less pronounced, effect.
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Mosbach, Thomas, Victor Burger, and Barani Gunasekaran. "Fuel Composition Influence on Gas Turbine Ignition and Combustion Performance." In ASME Turbo Expo 2015: Turbine Technical Conference and Exposition. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/gt2015-43020.
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The influence of different jet fuel compositions on aviation gas turbine combustion performance was investigated. Eight fuels including conventional crude-derived Jet A-1 kerosene, fully synthetic Jet fuel, synthetic paraffinic kerosenes, linear paraffinic solvents, aromatic solvents and pure compounds were tested. The tests were performed in the altitude relight test facility located at the Rolls-Royce Strategic Research Centre in Derby (UK). The combustor employed was a twin-sector representation of an RQL gas turbine combustor. The combustor was operated at sub-atmospheric air pressure of 41 kPa and air temperature of 265 K. The temperature of the fuels was regulated to 288 K. The combustor operating conditions corresponded to a simulated low stratospheric flight altitude near 9,000 metres. The experimental work at the Rolls-Royce (RR) test-rig consisted of classical relight envelope ignition and extinction tests, and ancillary optical measurements: Simultaneous high-speed imaging of the OH* chemiluminescence and of the soot luminescence was applied to obtain spatial and temporal resolved insight into the ongoing processes. Optical emission spectroscopy was also applied simultaneously to obtain spectral and temporal resolved insight into the flame luminescence. First results from the analysis of the OH* chemiluminescence and detailed fuel analysis results were presented in previous papers [1, 2]. This article presents further results from the analysis of the soot luminescence imaging and flame spectra. It was found in general that the combustion performance of all test fuel formulations was comparable to regular Jet A-1 kerosene. Fuel related deviations, if existent, are found to be small.
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Soloiu, Valentin, Aliyah Knowles, Emerald Simons, and Martin Muinos. "Aircraft Turbine Sound and Vibrations Signatures for a Synthetic Kerosene Fuel." In ASME 2016 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/imece2016-67000.
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Aero gas turbine engines generate high levels of sound across a wide frequency spectrum. The total sound energy produced by the engine is composed of multiple thermodynamic sources, including the air intake, combustion, and exhaust. The focus in this research is the investigation of the combustion noise. The combustion process is complex and dependent upon the properties of the fuel being used. Different fuels have different reaction and evaporation times, indicating that the noise may increase or decrease between each type of fuel. Fuels can affect how a turbine produces a sound output that will eventually be perceived by the human ear. In this study, two fuels were used in the operation of an aircraft gas turbine in the Georgia Southern University’s Aerospace Engine Laboratory. The SR-30 gas turbine is capable of operating at a maximum speed of 80,000 rpm, produce a maximum thrust of 40 lbf, has a pressure ratio of 3.4 to 1, and a specific fuel consumption of 1.22 lbfuel/lbthrust per hour. The fuels used were Jet-A fuel and two synthetic kerosene fuels. Synthetic fuels are attractive in the aviation industry because of their potential for reducing energy dependence and the growing need for higher efficiencies, while reducing emissions. While synthetic fuels show multiple benefits for their use over traditional jet fuels, the sound and vibration signatures were less investigated and this brought the need of this paper. This is especially important if the sound shows a noticeable decibel difference of three decibels or more. The three decibels difference is key, since humans can perceive a difference in sound, based on the logarithmic scale for decibel, of three decibels or more. Hence, A-weighting would be used for the determination of a noticeable difference in sound. This study investigates the vibrations characteristics within the 1/3 octave band of 400 Hz. The sound and vibrations of the engine were measured with an advanced Bruel & Kjaer condenser microphone and piezoelectric tri-axial accelerometer. The sound and vibration characteristics in the mid frequency range is of particular interest regarding combustion of the gas turbine. It has been determined that a 7 dB(A) difference between the reference fuel and the synthetic fuel was achieved at 400 Hz on a 1/3 octave band analysis. Overall, sound signals coming from one of the synthetic kerosene fuels was higher than Jet-A. The highest fuel throughout the vibrations signals overall was Jet-A and at least one of the synthetic kerosene fuels. All data was processed using a Constant Percentage Bandwidth analysis. Understanding the combustion from the sound and vibrations point-of-view can help to foresee the potential danger to the components of the engine, understand the potential effects of sound on the human passenger, and work towards a design to mitigate these phenomena, if necessary.
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Vukadinovic, Vlade, Peter Habisreuther, and Nikolaos Zarzalis. "Experimental Study on the Influence of Pressure and Temperature on the Burning Velocity and Markstein Number of Jet A-1 Kerosene." In ASME Turbo Expo 2010: Power for Land, Sea, and Air. ASMEDC, 2010. http://dx.doi.org/10.1115/gt2010-22535.
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For accurate prediction of the laminar flame front propagation the influence of the stretch effect on the burning velocity has to be considered. Thus, only burning velocity and Markstein number together give complete information about the laminar flame front behavior. The Markstein number quantifies the influence of the stretch effect on the burning velocity and accordingly, indicates the flame front stability. Due to the analogy between the laminar and the turbulent flames these two parameters, laminar burning velocity and Markstein number must be also considered as essential for describing the turbulent flame front stability [1]. Nevertheless, the experimental data of commercial liquid fuels regarding these parameters are scarce, especially at elevated pressure. Combustion characteristics (laminar burning velocity and Markstein number) of Kerosene Jet A-1 are investigated experimentally in an explosion bomb vessel. For this purpose an optical laser method is employed based on the Mie-scattering of the laser light by smoke particles. Unlike analogous experiments conducted with gaseous fuels [1], the major challenge connected with the present experiments arises from the liquid state of the investigated fuel at ambient condition. Thus, a main difficulty in the present experiments is pre-evaporation of the fuel and achieving of homogeneous gaseous fuel/air mixture prior to ignition. This is solved by mounting a heating system into the walls of the bomb vessel that provides a homogeneous temperature distribution in the vessel and therewith of the mixture itself. The experimental investigation is practically done through the following steps: heating the vessel up to the requested temperature; filling the vessel with an appropriate mixture by the partial pressure method (providing a fuel in gaseous state through the liquid fuel injection and its instantaneous evaporation due to the elevated temperature); attaining an uniform mixture by means of fans; ignition and acquisition of the data; post-processing and data analyses. Within the experimental study influence on the burning velocity and Markstein number of three crucial parameters — initial temperature, initial pressure and mixture composition — are investigated. Observed results for the burning velocity and Markstein number follow the theoretically expected tendencies resulting from the variation of the initial parameters in almost all cases. Where that was not the case the reasons for discrepancies are discussed. Impact of the results on emissions influenced by different operating modes of jet turbines is considered. Due to the common substitution of the kerosene with n-decane in numerical simulations their burning velocities are compared.
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Bester, Nigel, and Andy Yates. "Assessment of the Operational Performance of Fischer-Tropsch Synthetic-Paraffinic Kerosene in a T63 Gas Turbine Compared to Conventional Jet A-1 Fuel." In ASME Turbo Expo 2009: Power for Land, Sea, and Air. ASMEDC, 2009. http://dx.doi.org/10.1115/gt2009-60333.
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The performance implications of operating on Synthetic-Paraffinic Kerosene (SPK) were investigated using a RR-Allison T63-A-700 Model 250-C18 B gas turbine and compared to conventional Jet A-1. The SPK was aromatic–free and possessed a greater hydrogen/carbon ratio than petroleum derived Jet A-1. The variation in aromatic content had several implications with respect to soot and NOx emissions. Reduced aromatics also implied a reduction in the radiative heat transfer to the combustor liner. A simple model was used to explore the effect of H/C ratio on the adiabatic flame temperature, the combustor exit temperature and the engine efficiency via the impact on the gas properties and these were compared to the experimental data. It was found that operation with SPK changed directionally toward improving energy extraction via a turbine and an overall efficiency gain of about 1.2% was attained with operation on SPK through increased combustion efficiency, a reduction in liner pressure loss and an improvement in the combustion products properties. A modified combustion liner was fitted to enable the thermal loading on the combustor liner to be investigated and the expected trend with the SPK fuel was confirmed and quantified.