NASA TECHNICAL NASA TM X-2630

ME M O R A N D U iVI

CO
NO
CXI
t
X

FACTORS AFFECTING * •*
ALTITUDE RELIGHT PERFORMANCE
s
OF A DOUBLE-ANNULAR
RAM-INDUCTION COMBUSTOR

by Donald F, Schultz and Edward J. Midarz

Lewis Research Center
and
U.S. Army Air Mobility R&D Laboratory
Cleveland, Ohio 44135

N A T I O N A L A E R O N A U T I C S AND SPACE ADMINISTRATION • WASHINGTON, D. C. • SEPTEMBER 1972

1. Report No. 2. Government Accession No. 3. Recipient's Catalog No.
NASA TM X-2630
:TING ALTITUDE RELIGHT
4. Title and Subtitle .FACTORS AFFEC 5. Report Date

PERFORMANCE OF A DOUBL E- ANNULAR September 1972

6. Performing Organization Code
RAM- INDUCTION COMBUSTOII

7. Author(s) 8. Performing Organization Report No.

Donald F. Schultz and Edward J. Mularz E-6788
10. Work Unit No.
9. Performing Organization Name and Address
764-74
NASA Lewis Research Center and
11. Contract or Grant No.
U.S. Army Air Mobility R&D Laboratory
Cleveland, Ohio 44135 13. Type of Report and Period Covered
12. Sponsoring Agency Name and Address
Technical Memorandum
National Aeronautics and Space Administration 14. Sponsoring Agency Code
Washington, D. C. 20546
15. Supplementary Notes

16. Abstract
A test program was conducted to evaluate the altitude relight capabilities of a short- length,
double-annular, ram-induction combustor which was designed for Mach 3 cruise operation.
The use of distorted inlet-air flow profiles was tried to evaluate their effect on the relight
performance. No significant improvement in altitude relight performance was obtained
with this approach. A study was also made to determine the effects of the reference Mach
number, the fuel temperature, and the fuel volatility (ASTM-A1 against JP-4) on the altitude
relight performance. Decreasing the reference Mach number, increasing the fuel temper-
ature, and using more volatile fuel all decrease the combustor pressure necessary for
relight.

17. Key Words (Suggested by Author(s) ) 18. Distribution Statement

Jet engine;' Combustor s (annular); Combus- Unclassified - unlimited
tors (double annular); Hydrocarbon combus-
tion; Altitude relight; Diffuser radial profile

19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. o f Pages 22. Price"

Unclassified Unclassified 27 $3.00

* For sale by the National Technical Information Service, Springfield, Virginia 22151
 CONTENTS
Page
SUMMARY 1

INTRODUCTION 1

TEST FACILITY 2

INSTRUMENTATION 3

CALCULATIONS 5
Reference Mach Number 5
Units 6

TEST COMBUSTOR 6
Combustor Design 6
Combustor Configurations 9

TESTING PROCEDURE 12

RESULTS AND DISCUSSION 12

Preliminary Investigation 13
Performance Evaluation 14
Effect of variation in combustor reference Mach number 14
Effect of variation of inlet-fuel temperature 15
Comparison of ASTM-A1 and JP-4 fuels 16

SUMMARY OF RESULTS 16

CONCLUDING REMARKS 17

REFERENCES 18

iii
 FACTORS AFFECTING ALTITUDE RELIGHT PERFORMANCE OF
A DOUBLE-ANNULAR RAM-INDUCTION COMBUSTOR
by Donald F. Schultz and Edward J. Mularz*
Lewis Research Center

SUMMARY

A test program was conducted to evaluate the altitude relight capabilities of a short-
length, double-annular, ram-induction combustor which was designed for Mach 3 cruise
operation. The combustor was modified by the placing of airflow distortion plates in the
diffuser inlet to redirect the inlet airflow as well as removing air swirlers on the inner
annulus while adding blockage to the swirlers in the outer annulus. The intent of these
modifications was to reduce the airflow through the outer annulus by diverting the air-
flow toward the inner annulus. The resultant lower velocity in the outer annulus should
facilitate altitude relight since decreasing velocity increases flame stabilization. In
addition, two sets of fuel nozzles were used to improve relight performance by providing
better atomization at low fuel flow. However, no significant improvement in altitude
relight performance was obtainable with any of these modifications. The relatively high
pressure loss of this combustor redistributed the distorted inlet-air profile in such a
way that very little decrease in reference Mach number occurred in the outer annulus.
A study was also made relating the reference Mach number, the fuel temperature,
and the fuel volatility with altitude-relight performance. Significant improvements in
altitude relight performance were obtained by reducing the reference Mach number, by
increasing the fuel temperature from 251 to 425 K (-8° to 305° F), and by using a more
volatile fuel, JP-4 instead of ASTM-A1.

INTRODUCTION

This report presents the results of two efforts. One was an attempt to improve the
altitude relight capability of a double-annular, ram-induction combustor by using distor-
ted inlet-air flow profiles. The other shows the effects of reference Mach number, fuel

*U.S. Army Air Mobility R&D Laboratory.

temperature, and fuel volatility on altitude relight performance.
Previous testing of a short-length, double-annular, ram-induction combustor
(ref. 1) indicated a serious altitude relight problem. Relight could not be obtained at
inlet-air pressures and temperatures below ambient with reference Mach numbers above
0. 05. In an effort to improve altitude-relight capability, several modifications to this
combustor were undertaken in light of its otherwise fine performance.
The previous testing indicated that the altitude-re light performance was very sensi-
tive to reference Mach number. Decreasing the reference Mach number improved re-
light performance. Because the double-annular combustor has the unique feature that
combustion can be maintained in either annulus independent of the other, several meth-
ods were proposed to improve relight performance by reducing the reference Mach num-
ber in the outer annulus while maintaining the same diffuser inlet Mach number. Reduc-
tion of velocity in the outer annulus was chosen because the igniters are located there.
Hence, the combustor modifications all involved attempts to lower the airflow (i.e., the
reference Mach number) in the outer annulus by directing part of the airflow that would
normally go to the outer annulus to the inner annulus while holding diffuser inlet condi-
tions constant. In application, diffuser bleed (ref. 2) or variable combustor geometry
have been proposed for use on engines to redirect the airflow during altitude relight. To
determine if airflow redistribution would enhance relight capability, a flow distortion
device was used to redirect the airflow.
Other factors that may affect relight performance are fuel temperature, fuel vola-
tility, and ignitor location. Fuel temperature was varied from 251 to 425 K (-8° to
305° F) to evaluate its effect. A few tests using the more volatile JP-4 fuel were made
to compare its performance with ASTM-A1 fuel. Igniter location and energy were not
varied during the test program.
Combustor blowout and relight limits were obtained for several configurations. In
addition, using the best relight configuration, maximum combustor average temperature
rise was determined as a function of inlet-air temperature, total pressure, and com-
bustor reference Mach number. These average temperature rise data are useful in
determining how well the combustor could accelerate an engine.

TEST FACILITY

The altitude-re light capabilities of the combustor were studied in a closed-duct test
facility. A flow path of this facility is shown in figure 1. Airflow rates for combustion
from 2.3 to 136 kilograms per second (5 to 300 Ibm/sec) at pressures from 1. 7 to
103 newtons per square centimeters (2.5 to 150 psia), could be cooled to 260 K (8° F)
or heated to 922 K (1200 F) without vitiation before entering the combustor.
 Inlet flow tern lerature rise when used,
Air-measuring 117 to 300 K (210° to 540° R)
control valve
orifice
ri'U
Ixxr I'l
III
< V
A
"
260 to 3 UK (8° to 100° F),
up to 136 kg/sec (300 Ib/sec),

/-Heat exchange r-.

;' temperature ri
r-U (60° to 90° F), 0 to 700 N/cmz
/ when used. 139 to Y7
Y (0 to 1000 psig)
/ 333 K( 250° to600° F) Y
t
^N
A \ J-57 jet engine
*-T*
A
X"CV 79-N/cm2(115-psia)
J with afterburner
j .S ] steamline
-^S

Flow-
P* <r-^
straightenin9
plates
. ~T . Altitude or
Test r^Jrl » ntmn'nhrric
Ii
!l * section \ l
fu 7 exhaust
\ Exhaust
^ Water
control
dilution valve

Figure 1. - Schematic of test facility combustion air and fuel.

Fuel was available for the tests at a wide range of temperatures. For desired fuel
temperatures below ambient down to 251 K (-8° F), the fuel was supplied from a con-
verted nitrogen trailer which was chilled off site.
For fuel temperatures from ambient to 425 K (305° F), the fuel was passed through
a steam heated heat exchanger. Further description of the test facility is given in ref-
erence 3.

INSTRUMENTATION

Figure 2 shows the axial location of the instrumentation stations and the placement
of the airflow distortion plates. Four, five-point pitot-static tube rakes at station 3.5
were used to measure the airflow profile at the diffuser inlet.
Combustor airflow passage instrumentation consisted of two rakes in each of the
three passages to measure airflow distribution between the outer, inner, and center
flow passages (fig. 3). Each rake consisted of three total-pressure tubes and a static-
pressure tube. The rakes were located at the entrance to each flow passage.
Combustor- outlet total temperature and pressure were measured at 6 increments
around the exit circumference. At each 6° increment, five temperature and pressure
points were measured across the annulus. In addition, 17 randomly spaced chromel-
 Punched plate-,
Support backing plate
1.430 or 0.968
(0.563) or (0.381)

Punched plate: 29 percent open

area; 0.061 cm (0.024 in.) thick;
0.0838 cm (0.033 in.) holes—''

M
r Exit probe shields

r Exit probe,

Figure 2. - Axial location of combustor instrumentation. (All dimensions are in cm (in.).)

 Airflow passages:
Outer
Typical scoop Center^ \
(End view) Inner -v\ \

80.8 71.1 69.9 89.9

(31.8) (28.0) (27.5) (35.4)
diam diam diam diam

CD-11294-28

Figure 3. - Cross section of double-annular ram induction combustor. (All dimensions are in cm (in.).)

alumel thermocouples, five near the outer wall, were used to determine when ignition or
blowout had occurred.

CALCULATIONS

Reference Mach Number

The reference Mach number was computed from the total airflow, air density at the
diffuser inlet, and reference area. The actual combustor reference area is 0. 428
o
square meter (662.8 in. ), the minimum cross-sectional area into which the combustor
will fit. However, this combustor was designed to operate in an engine that had a com-
9
bustor reference area of 0. 448 square meter (695 in. ). The reference Mach number
was computed-using the larger area. Therefore, all pressures, temperatures, and
airflows were consistent with the altitude windmill operation of that engine.
 Units

The U.S. Customary system of units was used for primary measurements and cal-
culations. Conversion to SI units (System International dfUnites) is done for reporting
purposes only. In making the conversion, consideration is given to implied accuracy
and may result in rounding off the values expressed in SI units.

TEST COMBUSTOR

Combustor Design

The combustor is referred to as a double-annular, ram-induction combustor. The

double-annular design permits a considerable reduction in combustor length while main-
taining an adequate ratio of length-to-annulus height. The ram-induction principle uti-
lizes the kinetic energy of the inlet air to provide rapid mixing both in the primary zone
and in the secondary zone. The advantages of this combustor are a shorter combustor
length, a shorter diffuser length, and a reduction in the film-cooling-air requirement.
A cross section of the combustor may be seen in figure 3. Figure 4 shows photographs
of the combustor.
The combustor has 64 fuel nozzles, 32 in each annulus. Two sizes of fuel nozzles
were used to better tailor fuel atomization for high- and low-fuel flow operation require-
ments. Figure 5 shows the fuel flow against fuel nozzle differential pressure for the
two sizes of fuel nozzles used. Simplex fuel nozzles were used in this test program.
The combustor had two igniters located in the outer annulus, 180° apart. Each
igniter was supplied by a 20-joule capacitance discharge power supply. A cross-fire
tube located in a center air passage scoop adjacent to one of the igniters was used to
assist ignition of the inner annulus. Figure 4(a) shows this crossfire tube. A more de-
tailed description of this combustor and the ram-induction concept may be found in ref-
erence 1.
 Inner diameter
headplate air
deflector

Crossfire hole
in center sec-
ondary scoop

C-72-851

primary scoops-^
Inner secondary scoops-.

Inner annulus

Headplate air deflectors

Outer primary scoops-J \ Center primary scoops

Outer secondary scoops ^-Center secondary scoops

L
Outer annulus- 1 Fuel nozzle -
swirler locations
C-69-2929
(a) Closeup view.
Figure 4. - Double-annular ram-induction combustor.
 Diffuser air-
flow spreaders-y
Inner exit tran
sition liner-^

-Diffuser
strut
locations

C-68-3611
(b) Side view (outer transition liner removed).
Figure4. -Concluded.

.6

4000 r—

e 2000
f .2

o1— 100 200 300 400 500

Fuel nozzle differential pressure, N/crrr

200 400 600 800

Fuel nozzle differential pressure, psid
Figure 5. - Total fuel flow for 64 nozzles (32 on each annuli) as function of pres-
sure drop across fuel nozzles.

8
 Combustor Configurations

Previous tests (ref. 1) have shown that reducing the overall combustor reference
Mach number usually improves the altitude-re light performance of a combustor. How-
ever, it may not be practical to reduce the overall reference Mach number of an engine
(combustor) in flight. Since the double-annular combustor has two annuli for combus-
tion, diverting airflow from the outer annulus to the inner annulus should reduce the
effective reference Mach number in the outer annulus while maintaining the same overall
reference Mach number. This reduction in effective reference Mach number in the
outer annulus would then permit improvements in altitude relight performance.
One way to experimentally change the airflow distribution between the annuli is to
install an airflow deflector upstream of the diffuser. The purpose of the deflector was
to mechanically distort the airflow toward the inner annulus. A moderately hub peaked
profile was obtained with a punched plate installed perpendicular to and mounted on the
outer wall of the combustor housing. The location of this plate is shown in figure 2(a).
A photograph of a plate segment is shown in figure 6.

p-Outer diameter
I plate segment

C-71-1994
Figure 6. - Inlet airflow distortion plate.

In addition to airflow distortions in the inlet, the open-hole areas of the two com-
bustor annuli were also changed in one case.
The five most significant combustor configuration designs are summarized in
table I, and are described below:
Configuration 1 (fig. 7(a)) was essentially the original combustor design of refer-
ence 1. The inlet-air profile was flat, the low-flow fuel nozzles with radial air swirlers
were used, as well as the original transition liners.
Configuration 2 (fig. 7(b)) was the same as configuration 1 except that the inlet-air

9
 , ,-7-Fuel supply tubes

r Igniter

r Moderately
In let air / hub peaked
profile / —
)-Exit (fig. 8) /
/ transition "T"
I
^-Punched plate
Airflow ;/ //• ^*-»«\.
spreaders-' ^•Fuel nozzles \
and swirlers V|nner shroud

(a) Configuration 1. (b) Configuration 2 and 3.

Fuel nozzles
O Disconnected from fuel supply
• Connected to fuel supply

-Igniter

Igniter-'

(c) Circumferential view of configuration 3

representing fuel nozzle arrangement.

No fuel supplied to i.d.

Fuel supply tubes

,^Fuel supply tubes

i-Moderately r-Strongly hub

Inlet air / hub peaked inlet air / peaked
profile / profile
(fig. 8)

^-Punched plate
L / s
Punched plate I/
-Fuel nozzles with *- Fuel nozzles
50 percent ^Increased open| and swirlers
blocked swirlers area transition'
liner
(d) Configuration 4. (e) Configuration 6.

Figure?. - Cross section of double-annular ram induction combustor.

10
profile was moderately hub peaked, as shown in figure 8.
Configuration 3 (fig. 7(b)) was exactly the same as configuration 2 except that fuel
was not supplied to the two 90 sectors of fuel nozzles, which were located between the
two opposed igniters. This fuel nozzle arrangement is detailed in figure 7(c). By using
only half as many fuel nozzles it was thought that the increased fuel nozzle differential
pressure for the same overall fuel-air ratio could improve relight performance by im-
proving the fuel spray quality.
Configuration 4 (fig. 7(d)) had the same hub peaked inlet air profile as configura-
tions 2 and 3. In addition, the low-flow fuel nozzles were replaced with midrange noz-
zles on the outer annulus, and the nozzles were removed altogether from the inner
annulus. The swirlers were also removed from the inner annulus. The fuel nozzle size
change was necessary because 32 fuel nozzles would be carrying the flow previously
handled by 64. On the outer annulus the radial swirlers were blocked 50 percent by
running metal ribbon around the inlet of the vanes. Finally, the inner transition liner
was replaced with one that had 230 percent greater open area. These modifications
were made in an attempt to greatly increase the airflow to the inner annulus.
Configuration 5 (fig. 7(e)) was essentially the same as configuration 2 except that a
wider punch plate was used in order to achieve a larger hub peaked distorted inlet-air
profile. The strongly hub peaked profile is shown in figure 8. A more distorted flow

Configuration Hub shape

1 Flat
2 and 3 Moderately hub
peaked
100 rr Moderately
Strong hub peaked

£ 60

40

20

Hub

-.8 -.6 -.4 0 .2 .4 .6

local
Inlet air velocity parameter,
av
Figure 8. - Oiffuser inlet annulus height versus inlet velocity parameter. Aver-
age velocity, 116 meters per second (381 ft/sec). (See table I and fig. 8.)

11
was tried in order to force maximum airflow to the inner annulus. The width of this
punched plate was 1.425 centimeters (0. 562 in.),

TESTING PROCEDURE

The data were obtained in the following sequence. First, the combustor was oper-
ated at a condition that insured ignition. Upon ignition the combustor fuel flow was ad-
justed to give the highest possible temperature rise up to 650 K (1170 R) differential
temperature with airflow, inlet temperatures, and pressure remaining constant.
If a 650 K (1170° R) temperature rise was reached before it appeared that the max-
imum temperature rise had been obtained at that test condition, the airflow and pressure
were reduced at constant reference Mach number and inlet-air temperature. At the new
pressure level, the fuel-air ratio was again ranged to determine the maximum temper-
ature rise. Data were taken at successively lower pressures at constant inlet-air tem-
perature, reference Mach number, and fuel-air ratio giving the highest temperature
rise until combustor blowout occurred. This fuel-air ratio is defined as the optimum
fuel-air ratio. Then ignition was attempted at the conditions existing at blowout. The
fuel flow was ranged about the fuel flow rate at blowout. If ignition was not achieved at
that condition, the pressure was increased at constant reference Mach number and inlet-
air temperature until ignition was obtained. This whole procedure was then repeated,
but with a change in one of the basic parameters of inlet-air temperature, reference
Mach number, or fuel temperature.
This procedure differs somewhat from that used in reference 1. Reference 1 used
a single chromel-alumel thermocouple located near the outer diameter wall to determine
when ignition and blowout had occurred. The new procedure required a temperature rise
indication on one of 17 randomly spaced chromel-alumel thermocouples for ignition and
loss of temperature rise indication on all 17 thermocouples for blowout.

RESULTS AND DISCUSSION

This altitude relight program was conducted in two phases. The first phase was a
preliminary investigation, and the second phase was a performance evaluation. The
preliminary investigation screened many combustor configurations to determine the best
one for the performance evaluation.
All test data presented in this report are tabulated in table EL

12
 Preliminary Investigation

To begin this investigation, a single test was made to determine the altitude relight
potential of each combustor configuration. Experience has shown that the blowout point
at ambient inlet-air temperature and moderately high reference Mach number (0. 075) is
a good basis for comparing different configurations of the same basic combustor design.
Figure 9 shows the effect of inlet total temperature on the combustor pressure at
blowout. A dashed line has been drawn through the configuration 1, 3, and 5 points to
illustrate that all these points likely represent the same blowout curve.
Table HI shows how the airflow from the various inlet airflow profiles of figure 8
was distributed when entering the three main combustor airflow passages as shown in
figure 3.

121—
8— Configuration
CNJ

E D 0 1
o D 2
2 10 —
— ^ O 3
A
sf \ • A 4
5 _ < * Q 0 5
CD 6

Q.

-2 8 — 7 5
\
S
^^^ ^Composite blowout limit
"c
^*~ —
61— 4
250
i
300 350
r^~o. 400
Inlet total temperature, K

100 200
Inlet total temperature, °F
Figure 9. - Comparison of combustor blowout performance for configurations
tested. Combustor reference Mach number, 0.075. (See table I.)

As can be seen in table in, with this relatively high-pressure-loss combustor (5.8
percent at a diffuser inlet Mach number of 0.25), the airflow redistributed itself in a
manner that nearly nullified the effects of the peaked profiles. This was true even with
the strongly hub peaked inlet profile of configuration 5. Therefore, these efforts to im-
prove altitude relight performance were not successful. As configurations 1, 3, and 5
exhibit similar performance, configuration 5 was selected for the performance evalua-
tion.

13
 Performance Evaluation

The performance evaluation was conducted on configuration 5 to determine the ef-

fects of combustor reference Mach number, fuel temperature, and fuel volatility on alti-
tude relight performance. Subsequent figures showing relight limit, blowout limit, and
maximum temperature rise will be presented.
Effect of variation in combustor reference Mach number. - Figure 10(a) shows the
effect of inlet-total temperature on minimum inlet-total pressure for relight at three dif-
ferent combustor reference Mach numbers. The curves indicate the lowest inlet-total
pressure at any given inlet-air temperature at which relight can be obtained at the refer-
ence Mach number indicated. Thus, at a reference Mach 0. 05 and an inlet-air tempera-

10
14 Reference
Mach number

12 O 0.025
D .05
O .075
10

&
& js
&
B 6
O

250 300 350 400 450 250 300 350 400 450
Inlet total temperature, K

100 200 300 0 100 200 300

Inlet total temperature, °f

(al Altitude relight limit. (bl Blowout limit.

Figure 10. - Combustor performance showing variation with combustor reference Mach number. ASTM-A1 fuel at optimum fuel-air ratio
and ambient temperature.

ture of 300 K (80 F), combustor ignition should occur at all inlet-total pressures above
4.1 newtons per square centimeter (6.0 psia). As expected, as reference Mach number
decreases, altitude relight performance improves.
Figure 10(b) shows the effect of inlet-air temperature on maximum inlet-total pres-
sure for blowout at two different reference Mach numbers. The curves indicate the limit-
ing inlet-total pressure at any given inlet-air temperature at which blowout is likely to
occur for a given reference Mach number. Thus, at a reference Mach 0. 05 and an inlet-
air temperature of 300 K (80° F), combustor blowout would likely occur at any inlet-total
pressure below 3.3 newtons per square centimeter (4.8 psia). Above this pressure the

14
combustor should remain lit. Comparing figures 10(a) and (b) shows that combustor blow-
out occurs at about 0. 6 to 1. 6 newtons per square centimeter (0. 9 to 2. 3 psi) below the
probable combustor ignition point. On a few occasions ignition was obtained at or very
near the blowout point; however, the combustor was only lit in the areas adjacent to the
igniters. This resulted in very little overall temperature rise, and blowout occurred
when the igniters were turned off.
Effect of variation of inlet-fuel temperature. - Figure ll(a) shows the effect of
inlet-air temperature on minimum inlet-total pressure for relight at three different

12
Fuel temperature, Fuel temperature,
K <°F) K (°F)
O 260 (8) 300(80)
10 D 300(80) 400(260)
O 410 (278)

Temperature rise,
AT
K (°R)
15 _ „
600 (1080)

"E I 6 C =^500(900)

" —^-300 (540)

100(180)

250 300 350 400 450 250 300 350 400 450
Inlet air total temperature, K

I I I I I
0 100 200 300 0 100 200 300
Inlet air total temperature, °F

(a) Altitude relight limit. (b) Minimum pressure at which given combustor average
temperature rise can be obtained.

Figure 11. - Combustor performance showing variation with fuel temperature. Combustor reference Mach number, 0.05; optimum fuel-air ratio.

ASTM-A1 inlet fuel temperatures. As can be seen there is little difference in relight
ability between 260 and 300 K (8° and 80° F) temperature fuel.
The effect of inlet-air temperature on minimum inlet-total pressure for average
temperature rises of 500, 300, and 100 K (900°, 540°, and 180° R, respectively) at
inlet-fuel temperatures of ambient and 400 K (260° F) are shown in figure ll(b) using
ASTM-A1 fuel. Figure ll(b) shows that, as fuel temperature increases, the pressure
necessary to obtain a particular temperature rise decreases. For example, at a 300 K
(80° F) inlet-air temperature, a 9. 7-newton-per-square-centimeter (14.1-psia) inlet-
air total pressure is necessary to obtain a 300 K (540° R) temperature rise with ambient
temperature fuel, while only 6. 5 newtons per square centimeters (9. 4 psia) is necessary
to obtain this temperature rise with 400 K (260° F) temperature fuel. This is due to the

15
improved fuel atomization resulting from the increase in fuel temperature. However,
as inlet-air total temperature increases, a point is reached when there is no longer any
improvement in temperature rise with increasing fuel temperature. Apparently optimum
fuel vaporization is achieved by acquiring heat from the warmer air so no further im-
provement can be obtained by having warmer fuel.
Comparison of ASTM-A1 and JP-4 fuels. - JP-4 was selected for this comparison
to determine if a fuel more volatile than ASTM-A1 would make a significant improve-
ment in altitude relight performance. Table IV compares various fuel properties of
ASTM-A1 and JP-4. The initial boiling point is the most important feature of these
fuels. ASTM-Al's initial boiling point is 433 K (320° F), and JP-4's is only 342 K
(154° F). Also, table IV shows that about 60 percent of JP-4 is boiled off at the same
temperature as the initial boiling point of ASTM-A1 fuel.
Figure 12 shows the effect of inlet-air temperature on minimum inlet total pressure
for relight using ASTM-A1 and JP-4 fuels at a combustor reference Mach number of

— Type of fuel
D ASTM-A1
D Q JP4

£ 6
^-0-

1 1 |
50 300 350 400
Inlet total temperature, K

1 1 1
100 200
Inlet total temperature, °F

Figure 12. - Altitude relight limit showing variation with type of fuel. Com-
bustor reference Mach number, 0.05; optimum fuel-air ratio.

0. 05. Figure 12 indicates that relights are obtainable at lower inlet-air temperature
and pressures with JP-4 fuel than with ASTM-A1 fuel.

SUMMARY OF RESULTS

A test program was conducted to evaluate the factors that might improve the alti-
tude relight performance of a double-annular ram-induction combustor. Several meth-
ods of distorting inlet-airflow to the inner annulus to reduce the effective reference

16
Mach number in the outer annulus were tried. It was thought that a reduction in outer
annulus effective reference velocity would improve altitude relight performance. How-
ever, due to the relatively high pressure loss of this combustor it is unlikely that a sig-
nificant reduction in outer annulus reference velocity was obtained with any of the con-
figurations tested. As a result no significant improvement in blowout was obtained with
these tests.
Also investigated were the effects of combustor reference Mach number, fuel tem-
perature and fuel volatility on relight performance. The following trends were found:
Decreasing the combustor reference Mach number, increasing the fuel temperature,
and using a more volatile fuel all decrease the pressure necessary to obtain relight and
increase the maximum obtainable temperature rise at any air condition. Much greater
pressure decreases are obtainable at ambient temperatures than at higher 365 to 423 K
(200° to 300° F) inlet-air temperatures.

CONCLUDING REMARKS

In the preliminary investigation, many attempts were made to improve the altitude
relight capability of this relatively high-pressure-loss double-annular combustor by
making diffuser and combustor modifications. Among those modifications were a mod-
erate and severe distortion of the diffuser inlet airflow. It was thought that improve-
ments in altitude relight could be made if most of the airflow could be directed to the
inner annulus, thus creating a "sheltered" zone in the outer annulus conducive to alti-
tude relight. However, it was found that the air always redistributed itself in such a
manner that prevented the creation of the desired sheltered zone. This is likely due to
the relatively high combustor total-pressure loss which tended to redistribute the dis-
torted inlet-airflow to the more uniform airflow of configuration 1, the original config-
uration. Thus no improvement in altitude relight performance was obtainable by the
geometric means attempted. It seems likely that a lower combustor pressure loss
might allow such an airflow redistribution scheme to successfully improve the combus-
tor relight limits.

Lewis Research Center,

National Aeronautics and Space Administration,
and
U.S. Army Air Mobility R&D Laboratory,
Cleveland, Ohio, June 8, 1972,
764-74.

17
 REFERENCES

1. Perkins, Porter J.; Schultz, Donald F.; and Wear, Jerrold D.: Full-Scale Tests of
a Short Length, Double-Annular Ram-Induction Turbojet Combustor for Supersonic
Flight. NASA TN D-6254, 1971.
2. Juhasz, Albert J.; and Holdeman, James D.: Preliminary Investigation of Diffuser
Wall Bleed to Control Combustor Inlet Airflow Distribution. NASA TN D-6435,
1971.
3. Adam, Paul W.; and Norris, James W.: Advanced Jet Engine Combustor Test
Facility. NASA TN D-6030, 1970.

18
 IH
0)
C c
0] §"
01 o P
0) jw -H
.S 01 cu
§ t< •o
c IH CUJ
-M *O
m
0
se s V
O
^-1
I
0> CO
S O.
^ rt
H •« -o o J=

andard

andard
T3 CO
CO CQ 0) rt
T3 13 •o cu
S S
-U
in 1-13
S S
-4-»

OT OT to
§o •o
H ts c
c o o
OS o (H CO

O Q, O, JS
r>t
H^ S*"» O t.
&H 'C "*^ ir?
U t-. ^;
CQ rt rt rt CO
O
^^
5
O S »-» T3 T3 •3
a •3cii O
d
g
H
1 rt
T3 T3
rt
•o •a •cT
0)
1
•o
CO 13 13
E3 •O 13 T3 •o o •o
5
12 1
o
1 1
CO CO a
u .*
>>
fa c C
o
^i
™*
^<
o
£n N 2
OS ^ 'o
N
N
§
Q <M
e
% o •o
% "3 CO
1

CO
0)
a c
<*-< u •o o
1 0 •ti 0)
o
• CO
in
• <p !> •—5
Q. o N
o
9 H"
1 1 | 1 |
!* 1
1
CO
£ £ •3 O %
f-1 q 1-45
h^ 1 §
C
3
S •a 13 T3
•^« 0) 0) 0)
0
•a 0) T3 ^T

•a -s
a O) CD 4) c
a _e Q. a.
f*v ,Q O .O dJ CO

£2 o a. <J_
o A en cu
>> ^2- •y >,
ft ^^ ^ 3 ^
'•a > •3 g CO Q a> "° G rt
rt S
o. d. p:

Moderat
Moderat
Configur

^fes
2? "
'3 U> esi
O . T3

a 1° *- d

1
s -H CM CO •* in

19
 occurred
Blowout
t a c o i o c a c o • co co w co w w w

T3
s _ to so ca to CQ co M c o c o

mance

S
f
r average Combustor
1 2 >H [H >« >• >H >- >- >- >-

efficiency,
percent
ii ii i i i i i i m
s.
o
"m

g !i ii i i i —i co a> co CN en co r- i en o i CN en 1-1 , , in T o co m m co 1 0 1 1 1
U ii ii i i ito^r-ic- Oi o o CD i c - o i c n ^ H to i i in CM 01 co T in «o i CM i i i
II i| 1 1 i CM CN ^ i-< ^ i-l ^ 1 ^H | CM CO II O CM tO CO I III
£ °

i a
0)

~-
*

-o
ii
ii
i i

I-HI
i
ii
ii
i i

10
i i

in
i
i
i
i
i
- i

os
i in co CD CD • v o r - t - i
i •* co to a» c- to m co i
< - i

--icoO1^1^
eg i

eoenmco«
f

cnoococjiO
v CD t CM in
in t CD 1 m
(-H^J

^ e o ^ c o o
•* i i ^ en .-H eg CD 1-1 CD t * - * t i i
c o i i c o o cococococo
i i i f t - H c o —H

•voicoc-cn i-Hc\jencDco
i
i •-• i i i
iii

K "(3(0
S £•
'«
a
t-i i m ^" CN CNCDC-CDW O CD CD in C- (Ococoi-icn cow«-ico>-< ^HCOincDeo eocO'-'cO'H

e t, to g
"QJ cni ico O en COC-CO^M cnao^ocn cocococNeg c-incn^nco cocooeor- <-HegcoineQ
fi 9 a
2

in ^J1 in in in
1 °fa
i i co in CD CD -^r in in in T m in m tn in in in in to to to m in m in in in in in
i i eg
1
s. *
16
cni
CM i
i co
i CN
co
eg
en
eg
cococococo
CM CM CM CM CM
co t- co co co
CN CM N CM CM
co co co co 01
CM CM CM CM co
cococococo
CM CM CM CM CM
a> co co co co
CM CM CM CM CM
cococococo
CM CM CM CM CM
1 -2
o 1V [14
s: : i : : i s s s s s s s g i s s i s s g i i s s s p s s s :s : : :
0 3 ° ' ' --1 ' ' "• i i i i
£ g.
rt <-<i ii i i teg^H'VcD ^ r c o c g o i -^ CM i CM CM m i CM to in co co CM co l O i i i
(

1
- , ,0 => » 0 , » » » r-c^oo ^ ~ ™ , » r-^oo.cv, oa.-t-^ -,-~^
'1 O
CT

~
O ii
1 O i
d ! !
l O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O

si •5 ^
fc

S ,, m o o i n t N ^ t t - .-tin
r-c- c - t - t- c- co in in in c- t-r-c-c-c- CD in CD to in t-coco1*1^' cDCDininin m m m ^ ' m
IH
i e1 O O
0
O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O

^HO Oi t~ C- co t ^ O ^ m ^ i Veoeococo incDOicot- cococnincn cDinOt-C- ^C-^HI^O

I
S
11 S §
c
egea
coco
o
O~H
coco
O
eo
co
eg
r-ocBOeo
efleg^negeo
oocgcgen
cocococotN
coeoineorH
ejegegc-aeg
tNtp-^ptoco
coeocoiH^-i
m ^ o o o
CM CM CM CM CM
co »-•^ en »-<
tNc^tN^HCN

s 4>£ »-io> egeo en co coco-fl'tNco -HCDCOCOO e^cococncn ocncncoeo O f - ^ o o encncocnt-

.
CJ

cnco oo co co CD t- CD in co os c- c- to ^* in^eov-a- roeocococD cn^-ieD^1.^ Tr-wco-^co

>
s i
o
b
3
o & 0
CM CM CM CN CM CM C4 i-l i-H C4 M ^1rt-H

.ii s cno «« CM t- rr-coc-cor- a»-Ococ- com^c-co oin^.-HO co^co ^ ^

tNeg e*)eg w eg CM CM CM CM co cococococo cococococo COCOCOCMCO tNcoeg tNeg
3j 1
K
CO g.
CN
Q.
s i^^. coeg w 0 co^or-c- f n * eo ~ cotNt-mco cn-ocncD CMCO-.^-. CNCN^OCO
"S1^
1 1 «3<D c - c - CD CD -« oo e- us to oacotD-*-* •fl'-cpco'v^ cocoto-vt- "

2 "0 - x -a
'o a
& f
S
3
j=
QJ
a
*j
j3
t"H
o 3 b
S -13 »
W

, 1 e
.4 4
iS i •S
g cneg
r— co
(ooo
TH^H
•v
eg
rn
^
c- m CD c- --
IO^H^H^^M
CM co en CM co
egcgejcoco
•*incDt-co
coeocococo
incoc-oco
^"^<^I<DCD
•vmcot-co
to to CD CD to
cnOi-i^in
cDr-r-c-t-

20
 to o) w <n to m
P
1 S £ S S £ S £
0 o

* •§
"w> .S ww ( o m u l w w a i m m u i o ) t n _w m w w w —
<ua) 4)0)4) Q j o o o a i a j « o> ° u o> w « 8)5
nance

>->• ^>«>, >-><><>->,>, g g z £ £ £ £ >> x

11
J5
J J? -B
t-, I C O I I I l i C O l l i i i i C M
§ S g
Q. i ! ! ' ! ' ' i ! ! I n ! ! ! i ! ! ! ! ! ! - ^! ! ! ! ! ! ! ! ! ! ! o
O
1O u3S S
O*
"« U o
.a
Its
1 S-l
<w
•"
h
O i e ^ o o i
c^ t ^ c- t
^ H I ^ - ,
o o ^ ^ c - t o
co n in O E~
^- egt- t-
' J ' m c ^ i e D
V c j c - i c o
C J ^ H I ^ H
eopqmcjp'j
inpioseoin
^n»n -•
ic>icoO"»
itoirteoC-
iC~ai ^^
m o « o o « o
m o O c o ^ t *
o o ^ ^ e O
i
i
lit
i
i
I^H^"
ic-jin
*O
S £ o
t-i 5

S S. * t- i t- 1< i o —' w en ej CM —> o> i t- cooiot-e-> l O n ^ n o i w t o c M t - m t i . ^ e o

11
o
O)
« — *o MCieoe-aas c-eooe^c*) ^•iriMMV ffg^-Hcoco vpoc^jtoco wveoe*)^ 1
tot-oiO^ 1
73 2 »
i1
C
U CM
* H ^ H C > a ^H^H ^ H i H ( ^

•3 a s O ^ o o o o o o s O e ^ o * t - c o o ^ ^ e ^ i-HooriJOw Meoe^coe^ eocococot- ^ ^ w o m ^ ^

£ s < m ^ ^ r c o c ^ ^^ cgc*)M •Hoo'3'ioa} OJtD^e^eo eo^H?-ieo eomc~Oieo ^^i~ioaeom

_- tj

1 « ° eg ,-H —i CM N fM cg^-CM--<

3
§ If * CD co co co co
OONCMCXIM
co co co co co
cxjcgeMc^CM
coconincn
CMesicocoeo
o o t - r - c o
'T-^NCMcg
t-coaooot-
cgwcgojcg
c~aocococo
NcgeMNCM-
co co t— o P-J
c g M M - w e o

T5 O i m c ^ t oostOco^H O T O ( o -v-<r-H<£)m l e o e n o c o c o e o ^ c o w i - v o o
c
O
31 g t, en i m co i ^Htot-o^o e- m i-< t- o c - t n c o o i co o co 01 r - c ^ N O c o i^^in
" 3 3 0 ^ H l i - l i CM CMC-CO O« ^ ^ H m - H ^ ^ - i I C - O -H e ^ ^ l O C O ( C M O O
0
"3
bustor operatin

?! * i-i i >-i e« i
t o i ^ O i
C 3 i e o e * ) i
cMCOcne^O
r - o o O C D O
cocM'S'tDC-
-VtoeM
cncot-
CMC-O
in
«
eo e o ^ c n o ) ^
eot-«oin-H
eoincoe^eo
t O c D O C M
i en ^Ho to
i C D c O M e « 3
om^HCOe-3
Oe^Ose^CM
CM^j'^'ifito
i ^ r c g
i e -c o
i e o t -

J~
-HC-'VOco C - ^ T H O C - CMir><-<<-ioo toocnc-oi i ^ e ^ - V O » cDco(D<Oeo in o ^ c o
'? S O C M t D C O C -
fg

O
^H

O
1-1 .-H

O
^H

O
C

O
M
^ ( O i H C M ^ H
C M C M

O
N C M

O O
C M

O
C ^
- ^ " i - i O s e ^ O
r H

O
C M C M

O
C

O
M N

O
^
O ^ n r - ^ C -
^

O
r H ^ H

O
. ^

O
g ^ H

O
r
| i - i O O i n i n
H

O
^ H

O
^H

O
^H ^H ^H

l
t - C - ( D < D C M

O
N

O
*•

O
^ "
r - t C M l - l

O O O
C J C O i n

O O O O OOO
s 2
o £ O i

"S3 « 1
& •S fc 1 fc ^ ^

I ' - ~S
" ^
s -g 5 r-Ocgco^* C O O C T O O cMCMOJcaco coco LOW o>aocDina> w o o c - o o t - (D^rtoc-ift
5 1c i •<rinintrjm
O O O O O
eo^cocMeo
O O O O O
• « « c o ^ « n«
O O O O O
i n ^ i n o m
O O O O O
i n ^ - f m v
O O O O O
m r r - V T r ^
O O O O O
m t - m i n m
O O O O O

s o

s -g 5 ^H ^r to o) irt
a>O)OOi-i
co t^i en o to
s M i n c M —' ^
c M C M ^ c o c n
( o c M o o o
co co to o <£>
o o o c n c M O
CMcncocn^1
c o c o t - —i c n
<On«-*e^co
Ocoooooco
<-<cMaainco
CM«-<OM^H
s
I ! o

^.c-o ffiOoo-HcowinO N to o N T r o ^ o o O N ^ «

1? s< cftt-coi-icn totor-cooi t o o o c n c g CM-*<—OO> c o c - s T c o O oi^cotnto o>o>oor-«

(H "
^ C f t M O ^ - rHC-^tD-H C O W t - ^ i n mn. M C n -. OOCOC-t-<D W W C O O O - H « t - N 0

1
<u
nlet air conditions

_g >-• t~ co m
cd t,
o - ^ ^ H C 5 o oo><otoin cocncocno O C M C O ^ C M C I O ^ O C M <^eMca^^os o ^ c - p o ^ 1
S o t o ^ r t ^ ^ H ncMCMCMCM w c M o o c i T *t •*> it> v> us v m i n m C M CMCMCMCM^-I <rg O d en o
p.
g
5 01 <M CM — -H C M C M O O O O CM to C- CO O O O l t - m ' ^ ' C O C O - W e O t - C O O O t - C - « O C - O i i n e o O »
co to to to o r - c - t - t - w t-c-t-t-t- r-c-cococo oococoooco (Oeo*O(O(D to to to to to
3
"8 * CMCMCMWC^ «ca«caoa oicgcMCMca NOJCMCMCM CMCMOJC-JOJ CMCMCMCMN eqcjciMe*)

H
1-1
OJ

1
tn w t ~ f M O I > ( D C- LO CO O> O t n < - H C ~ C D O O C O O C O t - « O in O ^ ift C - (O CO O ^- N lO lO tO I/) O)
tn a
(-1 CM
a
S

g *
rt s"

-21 ^ _>,
•a
o
ii "^ n "rl
o = a
M
1- CO

o
f- 1 1 C

O a S =
c COO>O*HCM c-CRrHCMCO lOCOt-OOOl O^HCO^DC- OJOCMCO-V tOC-COCftO C M r t ^ C O O
=3 c- c- co co co eo co 01 en CD en CD en 01 en o o o o o O<-><-HMI-I ^ ^H -H ^ CM C M N C M C M C O

21
 •o

Blowout
V
ca ca co
L.
3
>H ^ ^»

obtained
CD
I
o 1 1113 1 II 22 1 1 II 1
i
t-,
>.
1 e "c „ o, B « «5 <D
V
a
no m «~

ss ! ! ! ! ! ! ! !
1S
o 8.
Li
- : : i : i i § § ^ zss : : : : : :s e : i i s
"to O
>r average
ture rise

in co oo i ^^ in CD co o i >-H en en •fl1 o c- o co o CM co in CD eg co co i i i eg i~i en co in ^" e<j eg eg eo co

O u. m ^ c O i O t n O ^ ^ H i c o e go oe nC M c o e o o c a * ' ^ e o g c a o ^i i io» ^|cocoo^ use-»»«^*o
o

In a en co r- i -^ co eo in t- i ^ en in in CD eg o co co t- -H eo c- CD CD CD i i i oo
0
o ^" v in S co e» en en eg
Q.
s *
I
1
c- CD ^ en c- lO'Vr-inus ^ ,-i CD co co eg in co tn eg o>c-e»^«o a>t-t-t-us ^«^<o^oo c-coocR *
"2 oLi "en
Oi
N

£ N
S en eg eg c- ^J1 c» in op to co
a <u S co in eo eo co
en -H o CD •*
in co co oo in
co en •* eo co
CD c- t- c- ^
c- t- ^ ^f -H
co o in oo co
oo co eg co eo
in o in o ^
co in to co -H
co ^ o o c-
eo in in in co eg eg eo eo en -H co o o eo
Li O
0. \. ^ ^H -H ^ -H .-<cMeMi-ii-i^egcjeg
s &
- 2 Cb
^•inc-co^ ^-i eg CD co c- CD CD oo co o 1-1 i-< c- CD co to en c- eg eg m m to m co m co en co o o c- o eg ^"
—
S "S
id
O egevjegegegegeg»-ieMeg CNCM cflCfl^H

O 12s *
•-icnoocn
<^r co ^ ^ co
tr- O co co O
eo ^J" eo co ^f
t- c- eft en o>
eg eg CM eg eg
en en en o o
eg eg eo ^** eo
en c» o
eg eo *
-cp o
eo co
c» c» c» c» en
eg eg eg eg eg
en en en o o
eg eg eg co co
o en o o o
co eg co eo eo
ng condi

1
o | h I I I 1 iiil I » » 1 S »|Iil | S § S S i : I §H£S= <S!23
"rt g. co CD co t— v eg cn O £— co t- t- T-< to co co eg ^ eg t- <" co co t- i ^^ CD ^ eg »H eg oo eo co en in
CD en eg CD oo in c- en o c- »H eg ^r 01 <o eg ITS ^J* in co en t~ co c~ i en aininton in co in in en
M
1
o
1 1
OcDt-rH^H o •* co eg o t- o eg eg co OCONCOCO T-IC-SOOOO cot-uscse- V c o c o t o o eft co <o co ^
0 I-H o eg ^H co in eg co in CD eg CD in in en >HOc>aco(-i eo t- co co en en o c- en oo o co co CD a> co oo t- t- oo
1 _!.
ni o o o o o o o o o o o o o o o 0 0 0 0 8 o o o o o 0 8 0 0 8 8 0 0 0 0 o o o o o
^ 0
£

S
si H
en
erence

5 in in in CD in tntnusm^i* T tn co CD CD in co eo co in usinioc-t- e-t-c-t-co NC-c-t-e- c-c-t-c»c-

S O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O
C o
S
s JS

rt
5
s
eg C D o t - c -
CMWegcNcg
cooeo-fl'CM
tNegegeNS
^ O c o c o ' V
SegcgegcN
ustonco«
o 2 2 2 c »
c g e g ^ o o
cacgtNeoco
•^•c-mcom
coeococo^
cocacoo^
** m m m m
•fl'oeoco^H
toeoeococo

a * c O

J
I o 0 n a> - ,- - o. t- o o o - - t- ^ » » - o. « o N N » -o.oc.t- «o,or-o ^ ^ ^ N -

. 1 - 2
-° >
- 2 - - - - - • 2 - - - - - - - - - N M N M - o . ™ ^ c .
i Jg eg en —i •* t~ o o c o o o t- o •* -v -H co o o eg eo t- co ^i •* en in o in o o t- oo oo CD ^H eo co ••* -H m
r-mtn-^eo coineoeoeo mmcococ- ineoojeoin •«'^incoco inininirseo cgO^HCac» co o> O O O
aB
4
en <u
o
u
g.F 0
o co co co co
CM -^ _H _H ^
c- oo en en en
^ e\) eg e-s eg
encoO^<~<
-H eg eg eg eg
o o en en en
eg eg -H -H -H
eg -H c» t- CD
co co CN eg eg
co en co c- t-
eg eg CM eg eg
t- oo oo co o
eg
-H o o o o
eg eg eg eg eg
Total te
Inlet air

1 1
o> en to CD m •vmcgcot- eginc-in^ o co in co in •fl'f-icoO * eg co co o t- eo^eoeoao eo c- co co co
bA CD m in in m m -H eg -H -^ CD co CD c- c- c- co CD CD CD COCO*H~HO ^H ^ ^H ^H o en o o o CD t- CD CD CD co
eotoeoeoeo eo1^'^'^'1^' cocoeoeoeo cocoeocoeo ^»*ji^'q<«g« ^ji ^i ^ ^ ^ji eg co co eo co eocoeoeow

CU
c g o e o o o cgtnocsio Tj-eoeMeo-c- o w t N ^ ^ ^ o c a o ^ es>oeM^eo - * ^ o o o M w c g « c »
'£ eg d oo CD co in co to in in o co oo co" en oi co co en o co eo o> co en (> CD t-' co co co eg eo l^ ^ o i4 eg eg «l
^^ ^^ ^^ "^ '~~ •"* '~

a a ^O,C-CN-H .oco-aj^ oat-t-oo^ N c- <D « - <ou><ou>n ocjo.<Mf co^roc-<o - t- « •* a>

a
o z
H
>. 'S
'S •so
5 a
D.
I
C , i
U G 5
c eomtot-co e»tNeo^'ui o>ot-c»^H eg Tf co t- co e»Or-icjco ^"usc-cooj T-ttNeo^to c- eg eo in eo
K CO CO 00 OO CO CO CO CO CO CO CO CO CO CO CO CO CO OO CO CO CO OO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO

22
 occurrea
Blowout
CO

£ S
ho
o
c
rt
"o
ffi O 1 OJ
>.
<U £> <U
> < > « > «
CJ
> >
Q)
>
S
H
S
£
CO
£
S
£
0>
>
stor perforr

r average Combustor

\u
8
! e» co « t t t i i > I » o co 1 t- co co o t ' t> 1 S 1 J co 1 1 co S c^ ' 1 1 1 1 eo co co
S.
u
£
u
g
o
O ^
b
iliil i S I S S I 3 E 8 ; iii- ili- M 51 3 S 2 5 S - | B E i
R
tempera

^ 1111= g g S - S i 3 9 § i S i l S I i i i 3 g M ! S ! M S S " " i M J

1
_OJ S E P 5
1 S2S25 SsS K SS" SSS - S3SS3 SSSPg gg^SS --ils
N
=
C s
c - o t o o o ^•inco'^'co ^"VcocncM co co co M i-« eg co eg co eg ^Hin»nmcM cMOin«*3-« »^ »-« CM ^* c~
c r ) T ^ ^ 4 ^ H C O e g ' - 4 C O ^-, ^H ^H ^H^-^H
3
aH
C 0
b CO CD O O CO COCOCOCOCO (D (O CO CD ^H , , ^ ^H 2 c g S e ^ S S S ^ H C M ^ S ^ f*~l* H
S S S ^ T
S 4 O

s.=
1
«
£ - O eg eg csi o
n •* •* ^ eo
O O O O O
cococoeoeo
co Cft en en co
cgcMCMC>apg
in in in co <o
eg eg w eg eg
co <D c- CD CD
eg eg eg eg eg
co to CD tn 'f
eg eg eg eg eg
m in in m to
eg fg eg. eg eg
co <r> in in in
cgcMCMMcg

^o
rature

o
1 o- S en in ^H co
co^coin
o^"^Hin^«
c- co in trj in
eo eo co <—i
^ t o c o o
o oo co ^ in
i-iwcgOco
i o ! n in
i eg i en co
^ " c o ^TCD
e*>cN incn
en co ^^ m o
COCO-^CMCM
t- omin
oicncn

3
i*
a cocopo'O'^ (OCMcn«-ic- 01 <o oo co c-OD-mo> i to i to o c o " ^ OICM ^nint-c-OJ en to^co
X c o o o c n m co to in ^« in -4* «o c- ee co c» CD oo t- ! en ! t- CD TPCO mt- SC-^C^PO CM c-t-c-
S.
O
bustor

"rt 0 r-t-ococo (Ops^coo tovtDtocu CD en en c— en ocoeot-cn c-Oco^in ^"inc-toeo c$ ir •*# m m

2
2 6

"to < ^ ^ ^ <

t
< <

i-,
F
irs m m t— c- ^ ^•^'^'^'m in in in m in tniniv^'in m^in^^1 ^"•^T'j'mtn in to ^ ^* ^
QJ

CU a 1
S o o o o o ^ o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o
0
C

tH
^
CO eooocnpo WNCMCMCM oo co co co w CM-H^H--!,-^ ^H o co co en CMCOOCOOO COCOCDOO N^roooocu
a 1

s C
o

<1>
<sjQ?
1 o^insoto in in in in in Neo^c-en en co to en c- t— O - H ^ M O I COCMCOCOCO or-i-noco c-tooo-^

(H eJ
ct in m co w co t-t-toc-c- m CD in oo CD (Ocoeoinv ^cocMMin t-coc-cMin ,-H <j> 1-1 CD o <OO--<-HCO
•S
AA

£
conditions

C < D
bH 'Tent-CM^ 22tJZn^H ^Sc2 ~ COOCOCMCM C M ^ T —IC--H cMcnmcgTr eo ^ eg CM CM ^ -v co
essure Total ter

'rt Si to CM co c- r- c- c- »» ooscftcnt- c-t-c-cMCM CMcM«s*O(O CD CD co CTJ en en «_ en c» en en en

*c
i 1
'i
[

s.
"rt
•s
J
°25°S S S^'SS ^2^2 ^S^SS :S^^S SSSS2 "SSd^l
>, >, "°
a •Jo ^
o 3 ¥ •
"o 6. i- "•
>

c 1 A S
0 a 5
c c---.CMgg g g S o o " ^ ^ S S " tot-cocno •-•tMco'S'tn to r- oo >-< CM c o - ^ m c D C - cocno-im
3
£ oo CD en en en en en en en c» o> en en en en CD CD CD en en en en CD CD en encnojeno 01 OT en ci> CD en en en en CD

23
 occurred
Blowout

e
11 # £ >! > S £
B
a ° & -g
& s ! !
s s s. - i i ise si i i i i i i i i sss^ s s »gs S £ S S S ~a
"
J
0 ej
r average

S
S *• b |SS§g 8S ,SS SMSS S8 .SE S83IS I5S§ , Hg gg EMil ggsss 22
1 °

1 S SS§| g g 9 S p ^S|2 ,!§Si iSg g. g g g g g §g|gg gso.s Siiig a§

| -

1
0 &
1 = 2 s3 ' § § » ! §11 IS I s S S I g s s s a S 9 S 8 S S B —' a a s a s s a a - a s aa
1 I
C » 0. cn-ntn to ^H -«r •» ir) T c- ocv

1 S s. 1 inc^r^cnco o>mv<0C7> m CM to to CM o oo CM to c- •* ^ LJ-J o> CD o o m c o c o coin^mco oo O en ^-i en oeocococn en m

S h
^SSSS ^PPJ:^ PS^SS SP"°^ £g£££ °°SSP SSSSS SS^S^ S p- S Sg
2 S.
3
g K
silli iiiii ISiii I s a i S I s I S s s i l l s s s l s s s i l l s 1 —-1 Si
§ V
t.
? ^ S E S S S S S S S 2 S S S S P S ^ S S S S S S S S S S 3 S S S ^ S S S S ^ S S S ^ g S S SS
e ^ W
^ rt rt__H-
2 °

£
g g s s S S s l s g g 3 S g | g S g E i sg|gi g s s g s i i s s g i|gg§ igg|| ||
I1
t,
"3 o
I
H "3 «
Z S S Z S
O O O O O
S S § g g
O O O O O
£ 3 £ S £
O O O O O
S 2 E S S
O O O O O
P S S S S
O O O O O
3 S 2 2 S
O O O O O
S S S 2 S
O Q O O O
S S g g S
O O O O O
S 2 S S 2
O O O O O
S2
O O

ii 0

3 • ^ ^
£
erence

a s
si o o o o o o o o o o o o o o o o o o o o o o o o o o • - o o o o o o o o o o c o o o o o o

S * 1
0

v
g E
s c 0

I1 S S S S i S 2 2 S S S S S 9 S B 3 S S S S S S S S S P ^ S S S d g S S S * S 8 g P 5 S S S K 3S

(H
s eo«o>r-in • * « O « o -HOwcnifl ^weococo eo-eo-v- v o t - c n O c o t M O w w T T W ^ C O M cnr-encocN «co

"
0)
1 2 ° * 2 2 2 " ^ S S S ^ S S e M N S 2 2 2 2 ^ N M e S w W M M M V S S S ^ S S S e S w M S M ^ ^ N 2 S

1
1*
1 0
^ « * « « «..^« .->«„« « o , o ^ 0 , ,
c 4 < N n o i < N
.*„«„ * « » « - co.ooco o««.«co , *
« « « « M W « 0 4 ' » ' ' » ' ' » ' ' » ' < M o j e v
H
QOCD en en oo to co r-c^mtD«O tot-e»icoc- ^-tp •wcot-c-c- eo<pooeo m^cjoj-- M C O O I O ^ H •q'^-
•a M 01 o> ^ en en t» CD en o > o > o » o > c » ajt-c-eo^n t-o »• o o o o o ooMt*5tN CMNOJOJPIJ to oo t- oo r- c - e o

1 rt
w
«.»-»-, ^ . - = « . - o o o . ~ . » - r - • - ° r • r - ° -•?-.-«-. - » - °- . » . » = »
Ig

•8 £
"" o.. N N m „, - « « « „ - „ - - « - _
H

^
? 6-1
£ * *•
i §
a i
to r- oo en o -• CM in to c- oo en o ^ CM M to c- en o eg in to c- co en O CM tr> 'f mcot-coco o ^ CM co -fl" m t o r - e o a i 1o —
c-t-t-t-oo co co oo oo to oo to c» 01 en eft en en en o o o o o o O^-^H^H^H ^-"cgMcj c^eoi'ip'jcn t^t»)eoc«^{0^r^
ft e» en en en en en en a> en en c» en en en es 01 tn en en o o o o o o o o o o o o o o o o o o o o o o o o o o oo

24
 TABLE in. - COMBUSTOR AIRFLOW PASSAGE DISTRIBUTIONS

Configuration Percent inlet Percent flow in -

air meas-
Number Inlet air velocity profile ured Outer Center Inner
passage passage passage

1 Flat 83.8 23.6 49.9 26.5

2 and 3 Moderately hub peaked 84.3 19.2 52.1 28.7
4 Moderately hub peaked 79.5 20.0 56.0 24.0
5 Strongly hub peaked 93.8 16.0 55.5 28.5

TABLE IV. - FUEL PROPERTIES

ASTM-A1 JP-4

Gravity, °APL (D287) 43.1 56.05

ASTM distillation values:
Initial boiling point, K (°F) 433 (320) 342 (154)
Temperature at which following percentage
of fuel is evaporated, K (°F):
5 444 (340) 362 (192)
10 455 (360) 372 (208)
20
30 472 (390) 396 (252)
40
50 483 (410) 420 (294)
60
70 495 (431) 445 (342)
80
90 519 (474) 483 (409)
95 533 (500) 502 (442)
Final boiling point, K (°F) 547 (525) 518 (471)
Residue, percent 1.1 1.4
Loss, percent 0.9 0.7
Flash temperature (D56), K (°F) 324
Pour point temperature (D97), K (°F) 223 (-
Viscosity at 239 K (-30° F), m2/sec (cS) 9.
Net heat of combustion (D1405), JAg (Btu/lb) 43.27X10 (18 615) 43.6X106 (18 794)

NASA-Langley, 1972 28 E-6788 25

NATIO NAUTfCS AND SPACE ADM1STR
D.C. 20546
K AND:F6ES PAID
NATIONAL AERONAUTICS AND
BUSINESS
PENALTY FOR PRIVATE USE $300
FIRST CLASS MAIL SPJtoE ADMINISTRATION

POSTMASTER: WUodetivenble (Section 15:

Postal Manual) Do Not Return

aeronautical itndsjwte activities of 'the United: States: shall be

cottiiucted so as to contribute . . . to the expansion of kumafc knowl-
edge of phenomena in the atmosphere and space. The Administration
shall provide for the widest practicable and appropriate dissemination
of information concerning its activities and the results thereof."
—NATIONAL AERONAUTICS AND SPACE ACT OF 1958

NASA SOENTIFIC AND TECHNICAL PUBLICATIONS

TECHNICAL REPORTS: Scientific and |
technical information considered important!
complete,: and a lasting contribution to existing
knowledges
TECHNICAL NOTES: Information less broad
in scope btit nevertheless of importance as a
contribution to existing knowledge.
TECHNICAL MEMORANDUMS:
Information receiving limited distribution
because of preliminary data, security classifta*
tion, or other reasons.
CONTRACTOR REPORTS: Scientific and
technical information generated under a NASA
contract or grant and considered an important
contribution to existing knowledge.
TECHNICAL TRANS|ATIONS: Information
published in a foreign language considered
to merit NASA distribution in English.
SPECIAL PUBLlCATldNS: Information
derived from or; of value to NASA activities.
Publications inclade conference proceedings,
monographs, data compilations, handbooks,
sourcebooks, and special bibliographies.
TECHNOLOGY UTILIZATION
PUBLICATIONS: Information on technology
used by NASA that may be of particular
interest in commercialland other non-aerospace
applications. Publications include Tech Briefs,
Technology Utilization Reports and
Technology Surveys.

£5eia//s on the availability of these publications may tie obtained from:

SCIENTIFIC ANP TECHNICAL INFORMATION OFFICE

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION
Washington, D.C. 20546