Gas Turbine Engines

Characteristics and Performance Combustion

Chamber
Camilo Andres Daza Hurtado Nicolas Guatibonza Loza
Universidad de San Universidad de San
Buenaventura Buenaventura
Facultad de ingeniería Facultad de Ingeniería
Ingenieria Aeronautica Ingenieria Aeronautica
Bogota D.C. Bogota D.C.
cdaza@academia.usbbog.edu.co nguatibonza@academia.usbbog.e
du.co.

Abstract—the main characteristics and zones of a combustion II. CHARACTERISTICS OF THE COMBUSTION
chamber are known, followed by combustion efficiency, total CHAMBER
combustion losses, temperature profile of the combustion chamber
outlet, and finally the durability of the materials of the combustion
chamber. combustion combustion chamber.
III. COMBUSTION PERFORMANCE
Keywords—combustion chamber, durability, performance, pattern
factor, recirculation zona, burning zona, dilution zona. The fuel consumption is given by the thrust generated by the
propulsion system, has a direct effect on the aircraft systems,
I. INTRODUCTION the useful face and the cost of operation is related to the
The combustion chamber has three main areas or characteristics efficiency of combustion. The theoretical efficiency of the
that are found in almost all combustion chambers; whether design is 100 percent or the closest possible by the
multiple or can type, annular type and can-annular type. It only manufacturer, the efficiency of combustion may change due to
varies in its geometry but has the same combustion process. the high power of the payload of the aircraft or the increase in
Next of these we will obtain the fuel injection and mix with the fuel consumption of take-off and cruise is close to 100 percent
air that enters through the compressor, we can obtain a and less respectively.
combustion efficiency theoretically 100% in standard
atmospheric conditions, this efficiency can vary if the
pulverized fuel is dirty or the components of the fuel injection
are in poor condition; It also varies if the engine operates in
other conditions where density, temperature and pressure vary,
this means that the efficiency is not 100%. Combustion pressure
losses are obtained from the summation of the losses of the
compressor, combustion chamber, material coating and
acceleration of the flow. followed by these at the end of the
combustion chamber we have the outlet temperature profile of
the combustion chamber where the outlet temperature must be
known if it is very high it may melt the turbine blades. while
the durability of the material is linked by the motor cycle or in
the conditions where it can operate.

Fig.# combustion efficiency and Air/fuel ratio

As can be seen in the figure combustion efficiency and Air /

fuel ratio that a function of the increase in fuel consumption
decreases the combustion efficiency, these can also vary since
the standard atmospheric conditions change.
The combustion efficiency can really be at 90%, due to the
controls and limitations of pollutant emissions, this paramatro
is of great importance since it limits us some conditions of the
engine performance.
Combustion efficiency is a measure of combustion integrity.
The integrity of combustion directly affects fuel consumption,
since the specific heat of any unburned fuel is not used to
increase the turbine inlet temperature. The combustion
efficiency is calculated as the ratio between the actual heat
increase of the gas and the theoretical heat input of the fuel.
𝛥ℎ
𝜂𝑐𝑜𝑚𝑏𝑢𝑠 =
𝛥ℎ
Some factors that may affect combustion efficiency may be; If
the fuel that is injected has impurities, this can affect the
efficiency since impurities do not burn and lowers the
performance, another problem that can be found is that the
ducts where the fuel is injected are dirty or the nozzles
themselves are defective.
[1] 1.SARAVANAMUTTOO, H.I.H. Gas Turbine Theory,
Edición 5, 2001
[2] 2.MATTINGLY, Jack. Elements of Gas Turbine Propulsion,
1996
[3] 3.Rolls-Royce Aviation. The Jet Engine.
[4] 4.Advanced industrial gas turbines for power generation,
M.P. Boyce, in Combined Cycle Systems for Near-Zero Emission
Power Generation, 2012
[5] 5.An Overview of Gas Turbines, Meherwan P. Boyce, in Gas
Turbine Engineering Handbook (Fourth Edition), 2012
[6] 6.https://www.faa.gov/regulations_policies/handbooks_ma
nuals/aircraft/media/FAA-H-8083-32-AMT-Powerplant-Vol-1.pdf
[7]
7.Reference Area Investigation in a Gas Turbine
Combustion Chamber Using CFD Fagner Luis Goular Dias

IV. TOTAL PRESSURE LOSS

THE TOTAL LOSS OF TOTAL PRESSURE OF THE MAIN BURNER IS
THE SUM OF THE LOSS OF THE INLET DIFFUSER, THE LOSS OF
THE BURNER DOME AND THE LOSS OF THE LINING, AND THE
LOSS OF IMPULSE RESULTING FROM THE ACCELERATION OF THE
FLOW OF THE MAIN BURNER WITH INCREASING TOTAL GAS
TEMPERATURE. IT IS USUALLY EXPRESSED AS A PERCENTAGE
OF THE COMPRESSOR DISCHARGE PRESSURE. TOTAL PRESSURE
LOSSES OF 2 TO 5% ARE USUALLY FOCUSED ON CURRENT
SYSTEMS.

THE PRESSURE LOSS OF THE MAIN BURNER SYSTEM IS

RECOGNIZED AS NECESSARY TO ACHIEVE CERTAIN DESIGN
OBJECTIVES (PATTERN FACTOR, EFFECTIVE COOLING, ETC.) AND
CAN ALSO PROVIDE A STABILIZING EFFECT OF THE MAIN
BURNER AERODYNAMICS. HOWEVER, TOTAL PRESSURE LOSS
ALSO AFFECTS ENGINE THRUST AND SPECIFIC FUEL
CONSUMPTION.

CONSEQUENTLY, THE DESIGN OBJECTIVES FOR THE TOTAL

PRESSURE LOSS OF THE MAIN BURNER REPRESENT A
COMPROMISE BETWEEN THE ABOVE FACTORS.

V.
VI. THERMAL PROFILE AT THE OUTSIDE PART OF THE
COMBUSTION CHAMBER

VII.
VIII. DURABILITY

REFERENCES