Experimental Investigation of Physical and Combustion Properties of Several Residual Fuel Oils and Magnesium - Fuel-oil Slurries in a Ram-jet-type Combustor
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Cook, Preston N , Jr↗
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Compression-ignition engine performance with undoped and doped fuel oils and alcohol mixtures
Several fuel oils, doped fuel oils, and mixtures of alcohol and fuel oil were tested in a high-speed, single-cylinder, compression-ignition engine to determine power output, fuel consumption, and ignition and combustion characteristics. Fuel oils or doped fuel oils of high octane number had shorter ignition lags, lower rates of pressure rise, and gave smoother engine operation than fuel oils or doped fuel oils of low octane number. Higher engine rotative speeds and boost pressures resulted in smoother engine operation and permitted the use of fuel oils of relatively low octane number. Although the addition of a dope to a fuel oil decreased the ignition lag and the rate of pressure rise, the ensuing rate of combustion was somewhat slower than for the undoped fuel oil so that the effectiveness of combustion was practically unchanged. Alcohol used as an auxiliary fuel, either as a mixture or by separate injection, increased the rates of pressure rise and induced roughness. In general, the power output decreased as the proportion of alcohol increased and, below maximum power, varied with the heating value of the total fuel charge.
Moore, Charles S↗
Fuel characteristics pertinent to the design of aircraft fuel systems, Supplement I : additional information on MIL-F-7914(AER) grade JP-5 fuel and several fuel oils
Since the release of the first NACA publication on fuel characteristics pertinent to the design of aircraft fuel systems (NACA-RM-E53A21), additional information has become available on MIL-F7914(AER) grade JP-5 fuel and several of the current grades of fuel oils. In order to make this information available to fuel-system designers as quickly as possible, the present report has been prepared as a supplement to NACA-RM-E53A21. Although JP-5 fuel is of greater interest in current fuel-system problems than the fuel oils, the available data are not as extensive. It is believed, however, that the limited data on JP-5 are sufficient to indicate the variations in stocks that the designer must consider under a given fuel specification. The methods used in the preparation and extrapolation of data presented in the tables and figures of this supplement are the same as those used in NACA-RM-E53A21.
Barnett, Henry C↗
Viscosity of diesel engine fuel oil under pressure
In the development of Diesel engine fuel injection systems it is necessary to have an approximate knowledge of the absolute viscosity of the fuel oil under high hydrostatic pressures. This report presents the results of experimental tests conducted by Mr. Jackson Newton Shore, utilizing the A.S.M.E. high pressure equipment.
Hersey, Mayo D↗
Hydrocarbons identified in extracts from estuarine water accommodated no. 2 fuel oil by gas chromatography-mass spectrometry
Results are presented on a computerized gas chromatograph-mass spectrometer analysis of methylene chloride and n-heptane extracts of a No. 2 fuel oil accommodated estuarine water sample. The analytical method is briefly described, and the limitations on the identifications are categorized. Some attempt was made to determine major and trace constituents in the water accommodate. Altogether 66 hydrocarbon compounds were identified specifically, and 75 compounds were partially identified. Seven compounds could be recognized as major constituents of the water accommodated oil and ten were present only as traces. The aromatic compounds found were alkyl benzenes, naphthalene, tetralin, indane, biphenyl, fluorene, anthracene, and some of their alkyl substituted isomers in the range of carbon numbers C7 to C15. Four n-alkanes, C10 to C13, were found along with four other assorted hydrocarbons.
Lewis, B. W.↗
CATCOM catalyst 5 atm 1000 hour aging study using No. 2 fuel oil
The durability of the CATCOM catalyst for use in catalytically supported thermal combustion has been demonstrated at 5 atm, complementing a previous 1000 hour durability study at 1 atm. Both of these studies were conducted at about 640 K air preheat temperature at a reference velocity of about 14 m/s; the adiabatic flame temperature of the fuel/air mixture was about 1530 K. The catalyst proved to be capable of low emissions operations after 1000 hours of diesel fuel aging. However, more severe deactivation occurred in the 5 atm test; this was attributed to a loss in kinetic (ignition) activity.
Osgerby, I. T.↗
Some Effects of Air and Fuel Oil Temperatures on Spray Penetration and Dispersion
Presented here are experimental results obtained from a brief investigation of the appearance, penetration, and dispersion of oil sprays injected into a chamber of highly heated air at atmospheric pressure. The development of single sprays injected into a chamber containing air at room temperature and at high temperature was recorded by spray photography equipment. A comparison of spray records showed that with the air at the higher temperature, the spray assumed the appearance of thin, transparent cloud, the greatest part of which rapidly disappeared from view. With the chamber air at room temperature, a compact spray with an opaque core was obtained. Measurements of the records showed a decrease in penetration and an increase in the dispersion of the spray injected into the heated air. No ignition of the fuel injected was observed or recorded until the spray particles came in contact with the much hotter walls of the chamber about 0.3 second after the start of injection.
Gelalles, A G↗
Physical and chemical characteristics of cenospheres from the combustion of heavy fuel oil
Photomicrography of particle cross sections, measurements of density, porosity, and surface area, and determinations of chemical compositions, have been used in conjunction with SEM of surface structure to characterize cenospheres generated by combustion of residual oil in a steam power plant. Large and small cenospheres, which respectively fall into the 100-200 and small 20-40 micron range, are spheroidal and hollow, with at least one blowhole; outer/inner diameter ratios for the shells are of the order of 1.3-1.4. Typically, a cenosphere contains only about 18 vol pct solid material. The presence of S, Fe, Na, and V in substantial concentrations presage high temperature heat exchanger surface corrosion problems due to cenosphere deposition.
Clayton, R. M.↗
Influence of fuel-oil temperature on the combustion in a prechamber compression-ignition engine
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Gerrish, Harold C↗
Trace elements by instrumental neutron activation analysis for pollution monitoring
Methods and technology were developed to analyze 1000 samples/yr of coal and other pollution-related samples. The complete trace element analysis of 20-24 samples/wk averaged 3-3.5 man-hours/sample. The computerized data reduction scheme could identify and report data on as many as 56 elements. In addition to coal, samples of fly ash, bottom ash, crude oil, fuel oil, residual oil, gasoline, jet fuel, kerosene, filtered air particulates, ore, stack scrubber water, clam tissue, crab shells, river sediment and water, and corn were analyzed. Precision of the method was plus or minus 25% based on all elements reported in coal and other sample matrices. Overall accuracy was estimated at 50%.
Sheibley, D. W.↗
Coke Deposition and Smoke Formation in Turbojet Engines
In the early development of jet engines, it was occasionally found that excessive amounts of coke or other carbonaceous deposits were formed in the combustion chamber. Sometimes a considerable amount of smoke was noted in the-exhaust gases. Excessive coke deposits may adversely affect jet-engine performance in several ways. The formation of excessive amounts of coke on or just downstream of a fuel nozzle (figs. 116(a) and (b)) changes the fuel-spray pattern and possibly affects combustor life and performance. Similar effects on performance can result from the deposition of coke on primary-air entry ports (fig. 116(c)). Sea-level or altitude starting may be impaired by the deposition of coke on spark-plug electrodes (fig. 116(b)), deposits either grounding the electrodes completely or causing the spark to occur at positions other than the intended gap. For some time it was thought that large deposits of coke in turbojet combustion chambers (fig. 116(a)) might break away and damage turbine blades; however, experience has indicated that for metal blades this problem is insignificant. (Cermet turbine blades may be damaged by loose coke deposits.) Finally, the deposition of coke may cause high-temperature areas, which promote liner warping and cracking (fig. 116(d)) from excessive temperature gradients and variations in thermal-expansion rates. Smoke in the exhaust gases does not generally impair engine performance but may be undesirable from a tactical or a nuisance standpoint. Appendix B of reference 1 and references 2 to 4 present data obtained from full-scale engines operated on test stands and from flight tests that indicate some effects on performance caused by coke deposits and smoke. Some information about the mechanism of coke formation is given in reference 5 and chapter IX. The data indicate that (1) high-boiling fuel residuals and partly polymerized products may be mixed with a large amount of smoke formed in the gas phase to account for the consistency, structure, and chemical composition of the soft coke in the dome and (2) the hard deposits on the liner are similar to petroleum coke and may result from the liquid-phase thermal cracking of the fuel. During the early development period of jet engines, it was noted that the excessive coke deposits and exhaust smoke were generally obtained when fuel-oil-type fuels were used. Engines using gasoline-type fuels were relatively free from the deposits and smoke. These results indicated that some type of quality control would be needed in fuel specifications. Also noted was the effect of engine operating conditions on coke deposition. It is possible that, even with a clean-burning fuel, an excessive amount of coke could be formed at some operating conditions. In this case, combustor redesign could possibly reduce the coke to a tolerable level. This chapter is a summary of the various coke-deposition and exhaust-smoke problems connected- with the turbojet combustor. Included are (1) the effect of coke deposition on combustor life or durability and performance; (2) the effect of combustor design, operating conditions, inlet variables, and fuel characteristics on coke deposition; (3) elimination of coke deposits; (4) the effect of operating conditions and fuel characteristics on formation of exhaust smoke; and (5) various bench test methods proposed for determining and controlling fuel quality.
Hibbard, R. R.↗
Effect of Fuel on Performance of a Single Combustor of an I-16 Turbojet Engine at Simulated Altitude Conditions
As part of a study of the effects of fuel composition on the combustor performance of a turbojet engine, an investigation was made in a single I-16 combustor with the standard I-16 injection nozzle, supplied by the engine manufacturer, at simulated altitude conditions. The 10 fuels investigated included hydrocarbons of the paraffin olefin, naphthene, and aromatic classes having a boiling range from 113 degrees to 655 degrees F. They were hot-acid octane, diisobutylene, methylcyclohexane, benzene, xylene, 62-octane gasoline, kerosene, solvent 2, and Diesel fuel oil. The fuels were tested at combustor conditions simulating I-16 turbojet operation at an altitude of 45,000 feet and at a rotor speed of 12,200 rpm. At these conditions the combustor-inlet air temperature, static pressure, and velocity were 60 degrees F., 12.3 inches of mercury absolute, and 112 feet per second respectively, and were held approximately constant for the investigation. The reproducibility of the data is shown by check runs taken each day during the investigation. The combustion in the exhaust elbow was visually observed for each fuel investigated.
Zettle, Eugene V↗
Some Characteristics of Fuel Sprays at Low-injection Pressures
This report presents the results of tests conducted at the Langley Memorial Aeronautical Laboratory, Langley Field, Va., to determine some of the characteristics of the fuel sprays obtained from an 0.008-inch and a 0.020-inch open nozzle when injection pressures from 100 to 500 pounds per square inch were used. Fuel oil and gasoline were injected into air at densities of atmospheric land 0.325 pound per cubic foot. It was found that the penetration rate at these low pressures was about the same as the rate obtained with higher pressures. Spray cone-angles were small and individual oil drops were visible in all the sprays. Gasoline and fuel oil sprays had similar characteristics.
Rothrock, A M↗
Supersonic transport vis-a-vis energy savings
The energy and economic saving modifications in supersonic transportation are studied. Modifications in the propulsion systems and in the aerodynamic configurations of the Concorde aircraft to reduce noise generation and increase fuel efficiency are discussed. The conversion of supersonic aircraft from fuel oils to synthetic fuels is examined.
Cormery, G.↗
Hydrogen as an Auxiliary Fuel in Compression-Ignition Engines
An investigation was made to determine whether a sufficient amount of hydrogen could be efficiently burned in a compression-ignition engine to compensate for the increase of lift of an airship due to the consumption of the fuel oil. The performance of a single-cylinder four-stroke-cycle compression-ignition engine operating on fuel oil alone was compared with its performance when various quantities of hydrogen were inducted with the inlet air. Engine-performance data, indicator cards, and exhaust-gas samples were obtained for each change in engine-operating conditions.
Gerrish, Harold C↗
Demonstration of catalytic combustion with residual fuel
An experimental program was conducted to demonstrate catalytic combustion of a residual fuel oil. Three catalytic reactors, including a baseline configuration and two backup configurations based on baseline test results, were operated on No. 6 fuel oil. All reactors were multielement configurations consisting of ceramic honeycomb catalyzed with palladium on stabilized alumina. Stable operation on residual oil was demonstrated with the baseline configuration at a reactor inlet temperature of about 825 K (1025 F). At low inlet temperature, operation was precluded by apparent plugging of the catalytic reactor with residual oil. Reduced plugging tendency was demonstrated in the backup reactors by increasing the size of the catalyst channels at the reactor inlet, but plugging still occurred at inlet temperature below 725 K (845 F). Operation at the original design inlet temperature of 589 K (600 F) could not be demonstrated. Combustion efficiency above 99.5% was obtained with less than 5% reactor pressure drop. Thermally formed NO sub x levels were very low (less than 0.5 g NO2/kg fuel) but nearly 100% conversion of fuel-bound nitrogen to NO sub x was observed.
Dodds, W. J.↗
Catalytic hydrosolvation process converts coal to low-sulfur liquid fuel
Development of the catalytic hydrosolvation process for converting coal to low-sulfur fuel oil is described in this paper. Coal impregnated with catalyst was slurried with oil, and the mixture was hydrogenated at a temperature of 475 C, and 30 min residence time under 3600 psi pressure. A ton of coal yielded 3.5 bbl of fuel oil containing 0.2% sulfur, with naphtha and C1-C4 hydrocarbon gases as byproducts. A preliminary economic evaluation of the process indicated potential for further development.
Qader, S. A.↗
Miniature, nanosecond, spark detector for liquid chromatographic analysis of crude oils and fuels
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Crouch, S. R.↗