ad-a241 437 naval postgraduate school monterey ...fro jet engine combustor in the test celi ro),l a...
TRANSCRIPT
AD-A241 437
NAVAL POSTGRADUATE SCHOOL
Monterey, California
PGRAD~ 1
THES"IS
AN INVESTIGATION INTO THE EFFECTS OFVERMICULITE ON NOx REDUCTION ANDADDITIVES ON SOOTING AN,-,D EXHAUST
INFRARED SIGNATURE FROM A GASTURBINE COMBUSTOR
byv
Kurt Richard Engel
September. 1990
-li'esis Advl'IS()!-, David W". Netze-r
Approved f'or puLblic release: distribution IS ulimi111ted.
001-12563
THIS DOCUMENT IS BESTQUALITY AVAILABLE. THE COPY
FURNISHED TO DTIC CONTAINED
A SIGNIFICANT NUMBER OF
PAGES WHICH DO NOTREPRODUCE LEGIBLY.
SEC
REPORT DOCUMENTATION PAGE T r,4 b ,"4
,a SEC, C ' SS I. 3 DSR5§C A0', a,/4A,, IroveiG f oi pu i role- s
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D.,CS 0 G A' % 7 - CE y '_ Na NA~ V, 0, i~~
6 A! ~DA~ID C;t) State and ZiF Cuoa, t) A D~rE SS C'ry Sta-e, aria ZIV Coowt
S-.c ''. ontert- CaI I r -
0 iA- j %":1 " (if apn'~icie
8c ADD-;S C, StartE ai)d ti Conj. i OC O
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T"nO v. 1 as (eiO 3 tr~to" Into t E f e c -'s c) ve rri cU 1
c2 P5ya A v 9a-- _":'tUef=
'3, y C z z I %rr C).OF R p0 Year MontnD '1
The,7view5 exo vssc in this thc-i- are those of t e a~thor and ,dQ opt reflec,
C 35 CO 1E S ;j C- VTPM, 'Continue ir, reverse it necessa<, and i dnfir. ti biock numb( r
_____A Itjs Soot Control; Polution Contrcl-'
a -~.- Conlinie on reverse if necessa~y and identir) 0 t'1 0c* numtL r)
ext -orr 1 me I iI vesicaticn conducted to dr-termrino the fec,abilitv ocaa'.t cr reck i-tion of C cni.~ ori frorn a typcical jot enciro;- combusto- ii.
_1 Aiei~r morifec T- c 3 corrbustor in corrLination with an in--'I~cc auc'ov'-.ta '_4 tb ortainincl a vermiculite catalyst was- use,.
' or contairinr- t*'e( vermitculite wore. attemrtc0 BOtL., vcrmliculit--:: V V 0 ej wit-, thi o-urica- we'rc u s cd. Ui- to iTredu-
W, cr-rdU.-n the vermiculite Coat e_ wit thiourea,1t catalyrt br, wac measureO to be Y'Z in. H-),",.
ai.d unaccentalrl: fo-r qas urbine encaine1 j.I1c T.........cridicv-ted us in'_ 00*11 an 1 '... . n
dete2rmi! t'n r 17EC _ et ior for sootr r e' tr y i uml cool b c-hr' tF " i
DD Form 1473, JUN 86 Pr J i r, " Otilli i~S("(
(Ic) Continued: conditions utilizied, the Wynn's additive was not effectivein redu-cing the opazity cf the exhaust piuce nor for reducinc the exhaust pium-Cter:,eratur, The Catanc T.' reduced the opacity by 6. 2%, but had no siQnificant
c w 1hK siqnaturc.
Accession For
DTIC TA-,
a. - .. .
D F
DO Form 1473, JUN 86 -"''.. .". .. . " . .<
I roenI'-r pubz.: reclease; dislzribut ionl is Un:rnI,' L&.
A:, Invesz:OatiCTI Into the Effects orermiulit onNJ, Reduction an-d Additives
c:-.:tio n Exhlau-st Infrared Signature
frc-:. a Gas Turtine Corrib,!ustor
hV
Kurt R. EngelLT ran Commander, United States Na,.y
.b.,U.S.Merchant Marine Acade.-,y
Su~in io-artial fulfilim-.ei'-
ci hereaciremeno-s for the de-.re c,,-
7 T OFT S 7ENCE IN Aeronautic--l Engorneer'nc
f rom, the
NAV7t.AL POSTGRADUA.TE SCQL DLi
September 19
KUrt R. 'Eri g 5Y
D.W. Netzer, The 5is Advisor
R .P 7 Shreeve., Second Reader
~E.R.~od, 01airman
Depart- menL, of ernut -c Astrcnauticr-
ABSTRACT
An experimental inve-s-tiaton was conducted to detcrmine
the feasibility of using catalytic reduction of NC>.. emi4......fro Jet engine combustor in the test celi
ro),L a tyrical c l
environment. A modified T-63 combustor in combination wLtn an
4-strumente 21 foot duamentation cue contair in7 i
vermiculite catalyst was used. Stvtrai methods for containirno
the vermiculite were attempted. Both vermiculite and
vermiculite wh-ch had been coated with thiourea were used. Un
to 19% reduction in NO, concentrations was obtained using the
Miculite coated with thiourea, however the pressure loss
across the catalyst bed was measured to be 36 in. HC. The
techniques used proved ineffective and unacceptable for gas
turbine encine test cell applications. Tests were conducted
uslng both Wynn's W-15\590 and Catane TM (ferrocene) fuel
supplements in order to determine their effectiveness for
soot reduction and whether or not the exhaust plume could be
changed. For the test conditions utilized, the Wynn's
additive was not effective in reducing the opacity of the
exhaust plume, noi for reducing the exhaust plume temperature.
The Cata.ie TM reduced the opacity by 6.2%, but also had no
significant effect on the plume IR signature.
j\
TABLE OF CONTENTS
I. XPEIMETALAPP'AFRATUS
A.0 CM BUTST0P...................... .. . . .... .. ......
E. AIR SUPPLY . . . . . . . . . . . . . . . . . .
C., FUEL SUPPLY.................... .. . . .. .. .. .... 1
TEMPDEFATURE ATND PRESUR REODN..... .. . ....
7.OPTICS............... .. . ............
GASAN T FUMET EjPE
I.Moel90 Heated Sarnnie Ga s D ii cn U:niI
2. Model lEAR, N-./N'IX Analyzer......... .. .... 1
3. Modcel- 4-E Cl Analyzer........... . . .. ..... 2
CON TROL') ROC.....................20
J7. DATA COL LECTION......... ... . ... .. ......... 2
!I:. EXPERIMENTAL PROCEDURE .................. 22
~. O~ EDU.CTION STUDIES...................2
7 LTS NL DISCUSSIO!,. . . . .. . -
A. N0I REDUC::DI STUDIES . . . . . . . . . . . . .
F. AD IT: IVE STYMIES . . . . . . . . . . . . . . .
i. Plumc Cpacity ...... ............... .
2. Burner Efficiency . . . . . . . . . . . . . ..
3. infrared Signature Sdieis .-
V. CONCLUSIONS AND RECOMMENDATINS .. 4
A. ND, RE7= IO . . . . . . . . . -
E. ADDI:IVE sTUDIES . . . . . . . . . . . . . . . 4-
APPENDIX A . . . . . . . . . . . . . . . . . . . . . .
Ap-PENCI EX .. . . . . . . . . . . . . . . . . . . . .. .
. . . . . . . . . . . . . . . . . . . . . .
A PENDIX E . . . . . . . . . . . . . . . . . . . . . . 64
LIS OF REFERENCES . 65
IN:TIAL DI5TRIBUTION LIST . . . . . . . . . . . . . . . 67
IV
LIST OF TABLES
I. T-63 OPERATING SPECI'FICPTIONS............ . . .. ....
77, PROP'ER'iE-. OF FUELS.................... . . .. .. . ....
IT.~~ DAT AQ sII-, CHANNL . E........... . .. .........
.1. ~ ~ C SU N!Rf F RESULTS................ . . .. . . ..
Vi'
LIST OF FIGURES
re i Emissions Characteristics of Gas Turbine
En ine.......s ......... ......................
-_-rt 2 Scneima_ oc r and Fuel Suprly [R ef. 3-
Fiaure 3 Phctcoraph of Augmenrcr Tube .. .........
Fre 4 Set i C C Auamen'o: Tue a ,
n r~ e n 'at I c,- . . . . . . . . . . . . . . . . ..
Fia:ure 5 Denermination f Augmen:aticn .ato.
coure C Photocraph of Pit-Snanio Traverse .
Fiure 7 n: orach of IR. Scanner .... ...........
Eiaurc 8 Schemat Ic of Sample Gs Flow .... ......... -
:jr e 9 P h cooacngor G ra d es A-C6 a nd 'Co ar Se Ve r m i
a.-d erli'.t..e ......... .................... .
F ,lre 10 Photoaranh of Laser and i R Measureme-.-
F iore 11 Plume wio Catan . . . . . . . . . . . . . . "
Tioure 12 Piume w i n Catar.e . . .
iaure 14 Plu7,e wio I5/5'C .
F: ... ! P ume -h 7/5' -6
NOHSNC LATURE
Da--a ~ ~ ~ r acqisiio an ntro1 n!
F~ol tc a-r"rarii
Ga l n r- a'7-
n- ---------- -C
Niroe oxides
MA itru A la Pro
7 Naa Potgcraduate School
- - - - - !Lw-
NozzI thrat 1c f JL
ACKNOWLEDGEI'ZNTS
p - Y .
I. INTRODUCTION
Comrustion-generated pollution of the environment from the
operatoion cf Qas turbine engines comes in many forms. l
larce volumes of noxious gases and partic'ates qEnerat edby
thousands cf gas turbine engines worldwide can upsec_ the
environment if controls are not instituted.
The manor sources of air pollution are ,isteo oe~o;.
Soot or smoke froc the carbon in the fuel that was unao~e
tc :ullv burn in the combustcr.
* Unburned hydrocarbo.s (UjiC) from incomplete combustion.
" Cxides of nitrogen (NIA , a majority of which comes fromnoirocen in the atmosphere in the presence cf oxyge a*-high temperatures.
" Carbon monoxide (C0) resultino from incomplete combuston.
" Cxides of sulfur (SO,) whch come almost entirely fromsulfur oresent in the fuel.
Soot or smoke is the most obvious pollutant, and mur.
effort has been made to control concentration and particulate
soce. CO and UHIC levels are controlled when the engine is
operated efficiently near stoichiometric limits.
Unfortunately, as can be seen from Figure 1, this is also
wherp the levels of smoke and NO. increase [Ref.l].
Sulfur ox-ids aore particularly damagainq, not on-ly t- t 1
enviro-.r ent. but al iso to the engine. S S1 c om' I i rc in h'
atmospher to fomsulfuric acid which 4s _d -'aI,
enirnerrandi to internal engin e parts. H cw: e r F~o
possil le to remo,.-' the sulfur in the refining procEss al.
r,_L? P'E-' S rec Are lessz than 0.1 co sulfur by mars ini ipt fuc<_
-:oIotrol the, ef'eots of sulfu~r. Because of these efforitF
- 't io f'1Iro gao_ turbines is miniMal.
C rt s i ze a nd
ccn 3 rat IL: has b e enE n,, s s * n s
se. s1 i' e-ornvel1y a t thl-e
haT r1 orra duo-1'Le S c h ool1
2 an,.d _3 ard by
En vircnm ental C()
Prct e _t o n A3einc y has written_______
co ,alIs f or c omme rc ial1 en i ne
manAf ac tu rerI-s co0n cernIIi ng F i g u r e 1 E mn i s s 1o n SCharacteristics of Gas Turbine,
em Iss ions an th11eS'7? Goals Engines
h ave- bees ge ne rall Iy m et .
M1i'litary engines are exempt from these requirements when
ope--Paoed on an aircraft. However, it has been determined that
engines operated in a test cell are subject to the emissions
r-'iouIations applicable to a stationary gas turbinie po-wer
p~l ant'. A typical Naval Aviation Depot (NADEP) runs an e!-igne
2
for five to six hours before it is approved for use in an
aircraft.
In Northern California, the Bay Area Air Quality
Management Distric: closely monitors emissions from fixed
sources on ois jurisdcti cn. NO, emissions are limited to, 15'
Ibs/day for existing sources and new sources are limited to I0
ppm. Sooting limits are any concentration exceeding one on
the Fingleman scale for greater than 3n minutes. There is a
wie variety of additives available on the market. A- this
t me the U. S. Navy at NADEP Alameda uses Cerium Hex Cem soot
spr:essin ardd ive when testing the T-56 engine. At t he
United Airlines test cells at San Francisco International
Aircort, DTG-2, a barium based chemical, is used to control
the soting of turbojet engines. These metal based additives
are usually effective in controlling the soot but there are
draw backs:
* They tend to form deposits in the engines, consequentlytheir use is time limited.
T They are aggressive chemicals that can cause damage to theseals in the engine.
* Some additives (in particular barium and manganese based)are toxic and may have long term effects worse than thesoot itself. [Ref. 1 and 5]
For these reasons it is hoped that an inexpensive
additive can be found that does not contain metal and will
reduce sooting. Wynn's W-15/590 claims to be one such
p r o d , t t.. In addition to soot reduction, the additives can
39
increase the combustion efficiency in some types of engines.
The effects of these additives on the exhaust IR signature is
unknown.
NO. is produced to a certain extent in all combustion that
reaches at least 3200 R. It is largely independent of the
fuel and solely dependent on the flame temperature in the
primary zone. The production is by the following reactions at
a very fast rate [Ref. 61:
0 + N 2 - NO + 0
and
N + 02 " NO + 0
The source of the nitrogen is the atmosp-ere ann ca..
be controlled. Therefore, the only way tc renwc, t 1>, is
to change the combustion temperature with stageJ urnin
water injection [Ref. 6], cr treat the entir E::auc w
with a scrubber or absorber system [Ref. 71.
A scrubber system would not be the best choice fc- a
treatment system because of the complexity cf recu_ ren
plumbing. It was discovered in a U.S. Air Force funded s tuS
that in laboratory conditions it is possible to remove up to
96% of the NO from a combustion stream using the catalytic
and adsorbing properties of vermiculite [Ref. 83.
Vermiculite is an inexpensive silicate with the formula
Mg-Si,O.i(OH)2 * xH2O. It is related to mica and talc and has
4
the unique property of expanding upon heating up to 30 times
original volume. It is non-toxic and frequently used in
potting soil and as an insulator in the building industry
[Ref. 9]. Its catalytic propertir are not well understood.
Catalvic reduction of NOX is a much studied problem 4n
industry. Typically commercial Selective Catalyst Reduction
(SCR) beds are constructed of precious metals or natural and
manmade zeolites. Mobil Oil Corp. makes one such catalyst
ZSM-5 [Ref. 101. These SCR's require ammonia injection in the
rdtic of one-to-one on a molal basis with NO. When combined
wi:h combustion chamber water injection these SCR beds are
able to achieve 85% reduction in exhaust flow NO
concentration.
While this installation works well for steady state
ccmmercial operations, it is not believed the precise control
of ammonia injection would be possible with the rapid throttle
movements necessary in engine test. If too little ammonia is
injected the N-) is not reduced and if too much ammonia is
injected it passes through the SCR unused and is called
"slip". In addition, the efficiency of the reduction of NO,
with ammonia in a SCR is very temperature dependent.
Typically the SOR bed must be maintained at a constant 700
deg. F.
The following goals were set as achievable within the time
available for the present investigation:
" Acquire vermiculite catalyst and chemicals that seemedlikely to produce the best results in typical engine testcells.
" Redesign the catalyst containment to eliminate the largepressure drop associated with the existing design.
" Measure the effectiveness of various catalyst bed depthsand chemical coatings on reduction of NO, and CO.
" Compare the effectiveness of Wynn's W-15/590 additive toCatane TM (ferrocene) for soot emission reduction.
" Evaluate the effects of W-15/590 and Catane TM (ferrocene)on the exhaust plume thermal distribution.
6
II. EXPERIMENTAL APPARATUS
A. COMBUSTOR
The production of combustion gases was accomplished using
an %llison T-63-A-5A gas turbine combustion chamber as
modified by Grafton [Ref. 11] . The modifications included the
a',It in of a quench manifold to simulate the temperature drcn
resulting from work extraction of the gas producer turbine and
tho power turbine. in contrast to Behrens [?ef. 121
investigation, during the NO, portion of this research the
quench was not used. This was done to prolong the high
temperatures of the primary zone and boost the production of
The quench was used in the soot studies to help quench the
soot formed, and prevent its combustion. The quench air was
supplied from the main air line through a sonic choke (D ' =
0.242 in.) sired to provide 0.5 lbm/sec flow with a minimum
pressure or 475 psi from the main air line.
Prior to initial runs all connections were checked for
security, and filters and ignitors were cleaned. Optical
windows were cleaned prior to each run. A gas bottle of
nitroqen was connected to a portion of the existing purge
piping to flow across the windows and ensure they did not
obscure with soot. Table I is a list of operating parameters
for the T-63 aL sea level standard conditions.
TABLE I T-63 OPERATING SPECIFICATIONS [Ref. 13]
Rat inf m T.
lb/sec lb/sec dec F
Takeoff 0.019 3.17 0.061 1380
Military 0.017 3.04 0.053 1280
90; 0.017 2.95 0.049 1226
75, 0.015 2.82 0.043 1148
Ncte: compresscr pressure ratio= 6.25, Pc=92 psi,
engine length= 40.4 in, width= 19.0 in, weight= 138.7 lbs.
hei'ht= 22.5 ir. Military power limited to 30 min.
B. AIR SUPPLY
Compressed air to run the combustion chamber was supplied
by a bank of air tanks pressurized to 3000 PSI (Figure 2).
These tanks were filled between runs by compressors with an
air dryer. The air supply could operate the T-63 combustor at
the Military power level for approximately 7 minutes.
A pneumatically powered, dome loaded pressure regulator
was operated from the control room to regulate the air
pressure through the sonic chokes. The temperatures and
press:.res were read by the HP computer system and used to
8
W1
IL-
C Kcr)
CC
LIJ
CI-
Figure 2 Sc!>c' - ir andi Fue) Supply [Ref.
compute the air mass flow rate.
C. FUEL SUPPLY
Metered fuel was supplied to the combustion chamber
through the fuel atomizer in the top of the chamber (Figure
2) . The 20 qallo:, fuel tank was pressurized with nitrogen and
the flow rate was controlled usinq a throttle valve in the
control room. The turbine flowmeter signal, in gallons per
minute (GPM), was read in the control room at a dicital
display and also recorded by the data acquisition system. The
properties of the fuels employed are listed in Table i. The
fuel additives were injected into the fuel line in a mixin
chamber a: the specified concentration via two Eldex additive
pumps. These pumps were operated from the control room and
a'lowed isolation of the effects of the additive.
TABLE II PROPERTIES OF FUELS [Ref. 3]
Properties of Fuel NAPC 3 NAPC 4
API Gravity @ 15 deg C 41.3 41.6Distillation IBP deg C 171 180
Temperature recovered 10% deg C 192 202
Temperature recovered 20% deg C 203 210
Temperature recovered 50% deg C 227 228
Temperature recovered 90% deg C 261 264
End Point deg C 276 282
Residue ml 1.4 1.4
Loss mi 0.1 0.5
Composition Aromatics voli, max 22.8 18.6
10
Procerries cf Fuel NAPC 3 NAPC 4
Olefins vol% 0.75 0.79
Hydrocen content wt 13.66 13.82
Smoke Point mr 20.0 21 .0
Aniline-Gravity Prod. 5811 6140
Freeze Poi:.. -34.0 -34.5
Terrperature C 12 cS- dcc -35.6 -317
Viscosity c 37.8 dec C c~t .2 -.4
D. TEMPERATURE AND PRESSURE RECORDING
,Znr- thermocouples and four pressure transd'ers we:e
tne Hew e t-Packard (HP) 3054A L,
Acqui:ion/Control Unit (DACU) . The computer read the -ta
and made calculations for output during hot runs. A'I
toermocoucles were Chromel-Aiumel (Type F) and the comu- '2e
was programmed to convert analog readings to temperatures fr
rintout. Table I:II provides the acquiSit on channel numbrS
a.:d parameters measured:
TABLE III DATA ACQUISITION CHANNEL KEY
Paracet er DACUC ChanNo.
P, main air pressure 24
P- combustion chamber pressure 23
P.. heater fuel pressure 22
S. heater maKe up oxygen 21
Trr n a i temp er ature r e 60
ii
rParameter DAC hanNo.
comTuso: air .n.et 61
Tex, corobustor exhaust upsoream quenoh ] 62
T... comustor e-haust downstream quench 63
heater make-ur cxyaen (4
T, heatel fuel temperaoureI u~ c; auten to -r t e 1 us r e a.-,
T, aa'rr.nocr te:r, ndwnst ream', -
c, autmeto ten _ dln're-a
E. AUGMENTOR TUBE
Te s-e aucments, r u-be as descrice J
w-as usec for pre iminary runs. To was then m1difie, to
ccn icuratio show-, in Fioures 3 and 4. The vertIcaI crti-.
of the augmentr tube was divided with stainless steel mesh
into different bed screen spacings and partially filled witn
vermiculite. This meth.od was chosen to eliminate to the
rr.aximu extent possible the pressure loss due to the
vermiculite in tl~e -:haust- flow. The catalyst basket used by
Behrens [Ref. 121 was split in half and formed the top and
bottom of a variable distance fluidized bed in the exhaust
fiow for the vermiculite. Inside the augmentor tube a
deflector plate was installed at 45 deg. at the tube bend to
12
hIp,,"~.th f 1,2;. The doe orc. - plate was Siz 7ed r Vh
did not rest rict th- tubl- cross section.
Figure 3 Fh-t -rrph of Auqmentor Tube
r1 was attached tor t h'~fc~~
a Jr- f theo plate couli 1- adjust -
(F'' y~' m er~ ' mn t s thr- five inc7h ri am-+
(F( r F~ I TI, p Im P7
£narA ry. was U se
1,Z
z~
z
,7
z
cc,
-c'I
Figure~(7 4_ anI____I111-It
E4 P,--
-A G
Figure 5 n~~r~ation of Avomeritation Rat-io
F. OPTICS
Tloe transmittance measurements were made wit h a sni
aser thro:mth ccmbusti-n cha1-mber to a photodi4odo aret
Trarls,- Lnttance was measu, at several locations throun> thei
ex7. :z7:stream-,. I-. was decided to u-se the forw,--rd most-
op ti1cal ports with purge tujbing in the aft combustor ca, sInce
i t offered the most observale transmittance measurements.
Thei diode output signial was amplified an-d recorded- on a strip
c'nart recorder in the control room. The source was a 0.6328
micron, hellilr-neon laser operating at RmW. A 50% narrow band
pass filter was used to reduce thd. adverse effects of ambient
1 i oh.
Figure 6 Photograph of Pitot-Static Traverse
G. INFRARED MEASUREMENT EQUIPMENT
Infrared measurements of the qas temperatures were made
using an Aqema real time thermal imaging system. The scanner
was equipped with a 20 dec field of view lens and three filter
settinas for use in different thermal ranges (Figure 7) . The
surface of the object was scanned 25 times per second,
producinq a TV-like image. The detector was thermo-
electrically cooled and a built-in black body source provided
a reference for self calibration. The scanner operated in the
short wavelenrith Land (SWB) of the middle IR spectrum between
two and 5.6 microns wavelength. The picture produced had 280
lines per frame with 100 elements/line. Temperature accuracy
w3s better than + 2" C. The Noise Equivalent Temperature
Difference was 0.10 C at 300 C.
Figure 7 Photograph of IR Scanner
Scanner imaaes were processed by a dedicated Compaq 286 PC
with CATS E software and hardware. The software gave the
standard 40 Mb hard disk the capability to store 930 IR
images. These imaaes could be either single shots, rapid
sequences or integrations over a period of time. The software
offered many features for post run analysis. These included:
subtraction of one imaae from another, magnification, relief,
and an auto scaling feature. Complicated keystroke sequences
could be stored in macro programs to be run during the short
test runs. Correct temperature display required knowledge of
17
the emissivity of the object viewed. The CATS E software
offered calculation of the emissivity of complex emissivity
distribution s-enes.
H. GAS ANALYSIS EQUIPMENT
Gas samples were taken both upstream a:.d downstream of the
catalyst to etermine 2:s effectiveness. Ihe upstream sample
was taken from the c. er of the augmentor tube eight inches
downstream ::om the opening. This location precluded any
ambient air fro- diluting the sample. The downstream sample
location was taken 12 inches above the top catalyst screen.
A three-way solenoid valve operated from the control room
allowed choice -f sample location.
The sample line heater mentioned in Behrens [Ref. 12]
malfunctioned a ing early runs. It was determined by testing
that the NO readings were not affected.
1. Model 900 Heated Sample Gas Dilution Unit
Sample gas was drawn by vacuum pumps into the Thermo
Environmental Model 900 at 1.3 SCFH, and mixed with dilution
air at a 2 1 ratio. The sample was heated and filtered and
then sent to the Model 10AR and Model 48 [Ref. 14]. Figure 8
is a schematic for the sample flow path.
2. Model 10AR NO/NOX Analyzer
The conditioned and diluted sample was fed through
teflon tubing to the Thermo Environmental Model 10AR NO/NOX
Gas Analyzer. The Model 10AR was capable of continuous
18
T EE
Ar:ALYZTI
Figure 8 Schematic of Samp'le Gas Flow
19
readings of nitric oxide (NO) or a mix of oxides of nitrogen
(NO + NO. or NO) . The analyzer read in ranges from 2.5 to
10,000 parts-per-million (ppm) and had a sensitivity of .1
ppm. All readings were corrected for the dilution ratio to
get the true raw sample concentration.
The operating principle for this analyzer is the
chemiluminescent reaction of NO and ozone (03), namely
NO + NO2 +02
The analyzer first converted all the sample gas NO, to NO
through a thermal N0 2-to-NO converter. Then the analyzer
mixed the NO with ozone from an internal generator. The
resulting chemiluminescence was measured on a photomultiplier
(PM) and was read on the dial. The output of the PM was
linearly proportional to the NO concentration [Ref. 15].
3. Model 48 CO Analyzer
A portion of the output from the Model 900 went to the
Model 48 CO Analyzer. This analysis was made using non-
dispersive infrared absorption techniques. While the output
was non-linear, it was linearized using stored calibration
curves from computer memory [Ref. 16] . The analyzer was
accurate to 0.1 ppm and read from 0.1 to 1000 ppm. Like the
Model 10AR, readings were multiplied by 20, the dilution
ratio, to get the raw sample concentration.
20
I. CONTROL ROOM
The control room was located adjacent to the test cell
with the T-63 combustor and had two windows for viewing the
tests. All controls for operating the fuel, air, additive
pumps, and gas sampling equipment were located there. The
only changes made since Behrens investigation [Ref. 12] was
moving all calibration and zero gases outside the control room
and plumbing them to the analyzers.
J. DATA COLLECTION
Data acquisition and reduction was accomplished by the
Hewlett-Packard HP-3054A automatic data acquisition/control
system located in the control room. The test data was
controlled by a program (Appendix A) written in HP Basic 5.1.
The program was stored on the hard disk and included
subroutines for calibration of transducers, set up of gas
flows, and reduction of hot run data. Transmittance data and
gas concentrations were taken directly from the strip chart
recorder and analyzers respectively.
21
III. EXPERIMENTAL PROCEDURE
Calibration of all equipment was standard operating
procedure before all data runs. A checklist (Appendix B) was
used to ensure no critical items were forgotten. Appendix C
was developed to ensure the gas analyzers were reading
accurately.
A. NO X REDUCTION STUDIES
For NO, studies, the gas analyzers were calibrated with
zero and span gases in accordance with References 14-16. The
Model 10AR reauired a zero gas - less than 0.1 ppm NO, and
a span gas with 220 ppm NO in nitrogen. The Model 48 was
calibrated with a zero gas containing less than 0.1 ppm CO and
a span gas with 104 ppm CO in air. Since both analyzers
received sample air which had been filtered and diluted at a
20:1 ratio, the meter reading required a factor of 20 to get
the raw sample concentrat ion in ppm.
The program "T63NOX" (Appendix A) was written in HP BASIC
and used to collect data. It contained a calibration routine
which was used prior to data runs to calibrate the pressure
transducers. With known pressures on the transducers, new
calibrat-on constants were calculated and entered into the
program for data reduction.
22
The augmentor tube velocities were calculated using a Kiel
probe measurement of total pressure and a wall port
measurement, at the same station. A slant tube manometer read
the difference. A built-in level was used to assure accurate
readings to within 0.01 inches of H20. Probe position was
measured with a linear variable differential transformer
(LVDT) and output to a strip chart recorder in the control
room. Catalyst bed pressure loss was measured with a U-tube
manometer filled with dyed water. To allow safe remote
readings, a video camera relayed both manometer readings to a
monitor in the control room.
After completing the run checklist (Appendix B), gas
analyzer checklist (Appendix C), and all equipment was set
for a run, the combustor was ignited. The combustor was
operated in accordance with Table I at fuel to air ratios of
f = 0.017-0.019. Once a steady operating condition was
reached, the data acquisition program was activated and the
conditions were not changed for the duration of the run. The
Kiel probe was traversed across the augmenter tube and the
pressure readings recorded.
Run times were usually five to six minutes. The gas
sampling was started upstream of the bed and lasted long
enough for the NO. and CO concentrations to stabilize. This
typically took two or three minutes. The downstream sample was
then taken for the balance of the run. When the
concentrations stabilized, the readings were taken.
23
It was desired to conduct several runs using vermiculite
coated with different chemicals which had been successful for
Nelson [Reference 8] . The coating process for the vermiculite
involved wetting the vermiculite with water and then mixing in
thiourea. The thiourea was mixed 20% by weight. After
thorough mixing, the vermiculite was spread in pans and
baked overnight at 1200 C.
Vermiculite is available in several grades. A-6 (extra
coarse) is the largest with an average size of 3/8 in. Coarse
averages 1/4 in (Figure 9). A method to reduce pressure ios
of the bed discovered by Behrens, was to use larger size
catalyst. While it had been reported [Reference 8] that A-6
grade was not as effective at NO, reduction as the coarse
grade, it was felt that the larger size would offer the least
pressure loss. A-6 grade was the largest grade available and
is more difficult to acquire. Extra coarse perlite (sodium-
potassium-aluminum-silicate), as evaluated by Behrens, was
unavailable.
B. ADDITIVE STUDIES
During the additive studies, prior to each run the Eldex
additive pumping rates were set against a back pressure of 100
psi to simulate the fuel pressure in the line in the mixing
chamber. The pumping rates for the pumps were measured using
a graduated cylinder over a known time. As a final check of
additive pump raLe, the level of the reservoirs were measured
24
before and after each run and the- rate was calculated from, thi',
time of pump operation. The additive pumps were controlled
from the control room.
F'igure 9 Photoaraph of Grades A-6 and Coarse Vermiculite andPer I te:
Th- las--r was us--i to measure changes in transmitt-ance
dr I' -no t 11 ad d i t t' ruoi i - F It was securelIy mounted an--i
aimed thrcu7oh the forward win dow in the aft combustor can at
the " o~id tara-t (F ioU-r- IrC) . The a Ii nmrnt cf thr,
phoodilewas alse fr,?m-Amxium power out andi real on a
fr Chnart- in th' Ic:'oc ror. Pro to -ViiIarfc
rates or rna r~ onra,-i-n the windo-w pur-i- was turned! on) to
prevent aril I -rr s f rrco 1 cd-cl n- on the wi nd-)w,,,
.. .-. .
Figure 10 Photo qraph of Laser and IR Measurement Equapmr ,_
~!i ef2~ -h ~cts of thr- addi tives cri th,- tihv-n!
(I-< qi -1- T
t~r,,wfil
I3c' t I I I 1 s~~' 1'>eM' a rTq (7 c2 ' i~ teI.sse wa pro rminr
a ve'a' t; ' : -- c t fl im du-r inga e ach run- C cr i t, i ,
tlme 7r -r t _ IirH 'Pi- was- r u w it h a n a hr idue v et r~c.
"T& U'>K ~ ' recr'i ., 7~, ad ~ Appendi~ F was u! I c
QUiavc 4i in s4rn eid
2j rp r o
IV. RESULTS AND DISCUSSION
A. NO. REDUCTION STUDIES
Shown 'n Table II is a synopsis of the N0 reduction runs
usin vermsiculite. Appendix D contains the computer outpu:
fr each data run. NAPC 4 was used for all runs.
TABLE IV NO. REDUCTION SUMMARY
Pararreter Run 1 Ru 2 Run 3
catalyst Vermiculite Vermiculite Plainus - A-6 coated coated with verm icu e
with 20% wt 20% wt 50-5 ..... Athiourea thiourea 6 ard coarsE
bed de rth 6 16(in.) _________
bed screen 16 18 4-spacing I
S (in.__ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
space 185, 6C h r , 3, Uvelociy,
2.2-- 2.21 2.19(ibnises)________
f 0.CI9 0.018 0.019
'25. 13.2 15.8
press. loss 34 36 32(in. HnO)
AF 0.5 no AR, mass no AR, masslost lcst
T904 991 998
-77 r ,
670 1731
27
Paramet :-c Run 1 Run 2 Ru. 3
CO (Fpvc) 832,/470 1340/920 1117/86 up,/d ow:-
N0 (. 17/14 52/42 3/34
I Ipd .c __ _ _ _ _ _ _ e____ta____ingru_-._r_____I
s ust a ined a.
Runs I & 3-Auner:oaoo less tha.s
Tner w C-e three 1a1cr probleres wien Mnf p . . -.
7,ite u he test cIl for NO× reducn:
a I c. roau ..e Npac_ enoh i. ch a n Iinstaai2:~ to rra :e tcr aoticabte.
The fIcw resis:ance as oresentiy esciure w _:, i-. ycann far in excess cf that pernitted in a toss ce .
• Th - 7c tc .te chemijc for adcino aneonia (tcia I
rrora- v too expensive -cr econoccic use.
In the UJSA- fundecd stud',; [Hef. 8] the spsco --lci
( - f Ir.ed as be- vctumesiur- toireo ranged fror,.
s cave tc- r. e ole ules a much IOnqer t -
or e ver m uc o,,, ltI e. It w:uld be possible to rec c - 'uo.,
velocity, but it would require extensive mcdif ca*onst
e:- tets*test- ceIIs.
r essure loss throuch the bed is possibl the ,- s
7 Z '-a proble . Enqines in the test cII are e:-
-L ta c k p'resse, ar.-i a resistance as a,, . ,e,
2,1<_
two in. H2O can invalidate the test results. When the space
velocity is reduced, the pressure loss will be reduced a
certain extent, however, not entirely. The rough shaped
vermiculite tends to become packed and block the flow for any
bed thickness.
In order to achieve the high reductions obtained in other
studies it is necessary to coat the vermiculite with a
chemita! containing ammonia. The cost of the thiourea (which
has given up to 98V NO, reduc-ion) is quite high when
purchased in the quantities needed for a test cell. A 2 Kg
box cost $50.
B. ADDITIVE STUDIES
The additive testing occurred after the NO testing.
Curing the additive studies the T-63 was reconfigured for
maximum soot production by installing the quench, reducing
main air pressure to 600 psi and connecting the window purge
gas. Two data runs were made with the augmentor tube removed,
additive pumps installed and calibrated, IR camera positioned,
and laser installed. In both runs all parameters were kept the
same with the exception of the additive. The following
effects of the additives were measured: plume opacity (soot
concentration assuming D32 constant), burner efficiency, and
temperature distribution within the exhaust plume. NAPC 3 fuel
was used for all runs.
29
1. Plume Opacity
Data were taken in accordance with Appendix E.
Transmittance output is shown in Appendix D. For both
additives, 100% transmittance was taken after the fuel was
shut off, but while the ourge and main air flows were on.
The Wynn's additive 15/590 had no effect on the
transmittance through the combustor of the T-63 when used at
the recommended rate of 22.5 ml/gal, or 0.6% by volume.
The Catane TM (ferrocene) has been studied previously
in the present lab and has proven effective in reducing the
mass concentration of the soot. In the present installation,
using NAPC 3 fuel, the Catane TM reduced the sooting by 6.2%
when used at the rate of 26.5 ml/gal.
2. Burner Efficiency
It wa realized that burner efficiency is very high in
most gas turbine combustors operating at high pressure.
However, liquid fueled ramjets do not operate at such high
pressures or combustion efficiencies. The T-63 operates at
typical ramjet pressure. There was some question that with a
reduction in soot there might be some increase in the heat
released. Further, the Wynn's Co. had provided a body of data
which showed that 2-3% increase in fuel efficiency was
obtained when the 15/590 was used in diesel powered trucks.
The equation for sonically choked flow,
30
m DPc A th 2M- CD 2
mRT ~ - Y+1
becomes for a given engine in which 7 and R are essentially
constant,
k PCm
In the present tests, P, and T. were measured at the entrance
to the exhaust nozzle (PC and Text)
The data for a test conditions were averaged and k
was calculated. This was done for all conditions and the k
values compared. Table V summarizes the result.
TABLE V EFFICIENCY RESULTS
Condition m Tex7 OR PC (psi) k
(lbm/sec) measured calculated
w/o 1.94 1625 96.9 1.265
Cat ane
w Catane 1.925 1566 97.0 1.265
w/o 1.922 1582 97.9 1.281
15/590
w 15/590 1.905 1595 97.5 1.281
31
From Table V it can be seen from the essentially
unchanged values of k with either additive, that there was no
increase in efficiency as defined by measured P, and T,.
3. Infrared Signature Studies
The exhaust plume thermal distributions obtained for
the four conditions shown in Table VI are presented in Figures
11-14. It was observed that the temperature at the nozzle
exhaust (M=1) had maximum values of approximately 233'C. This
would imply nozzle inlet stagnation temperatures of
approximately 275°C.
32
Fig r 11 Plum w/oCa ae
po'
Fiue1 lmewoCtn
F-
Figure 12 Plume with Catane TM
Figure 13 Plume w/o 15/590
Figure 14 Plume with 15/590
The temperature measured at the nozzle entrance, T ,
was higher than the value expected. It was surmised that the
thermocoupie was located in a hot recirculation zone and
yielded abnormally high temperatures. Using an energy balance
for the combustor and quench air flows an average "T,,." could
be calculated. This yielded a lower "effective" Tex2 . but
still not as low as expected from the plume temperature
measurement. It was noted following every run that the
combustor was quite hot, in fact it frequently glowed dull red
during a run. These heat losses are believed to account for
much of the lower than expected plume temperatures. In
addition, the exact emissivity of the gas could not be set in
the Agema system. This variance from the correct value is
discussed below and caused the temperatures read from the IR
system to be somewhat low.
Although every effort was made to maintain steady
flow rates during the run, there were small changes in the air
and fuel flows during the approximately five minute run.
These were probably due to temperature changes and pressure
regulator drifts. These changes in fuel-air ratio (f) can be
seen in Appendix D. In order to properly compare the plume
temperatures obtained with and without the additive, a
correction was required Lo put them on the same f basis. An
equilibrium adiabatic combustion code was used [Ref. 171.
Micro NewPEP was run several times using JP4 with values of f
around the values actually observed. This gave the approximale
37
theoretical temperature at the throat of the choked exhaust
nozzle. Approximate values of A TV/ A f were then generated
to provide corrections of the measured temperature data to the
same value of f.
The IR pictures generated were analyzed with the
spotmeter function at the same pixel location of the image,
both with and without the additive. The locatio ± chosen was
the throat of the converging exhaust nozzle. The differernces
were calculated and are summarized in Table V.
TABLE VI SUMMARY OF IR MEASUREMENTS
Condition f Tm x C Tex 2 0 C T* °C,
Fia. No. IR camera
w/o Catane 0.0171 475 521 233
Fig. 13
Catane TM 0.0163 458 504 223
Fig. 14
A T* CC +10
(T'w/o-T'w)
measured
A T* C for +26
same f,
expected
38
Condition f Ti °C Te 2 °C T" °C,Fig. No. TR camera
w/'o 15/590 0.0169 456 505 229
Fig. 15
15/590 Fig. 0.017 460 511 226
16
A T" 0 C +3
(T'w/o-T'w)
measured
A T1"C 43
for same f,
expected
The emissivity of the exhaust plume must be known for
exact temperatures to be displayed on the image. The
emissivities of CO2 and H20 are each approximately 0.06 for a
4 in. diameter nozzle at 1000'F [Ref. 17] . However, the Agerma
system can not be set below 0.1. Using 0.06 would further
increase the measured temperature of the plume to values
closer to the values expected from the nozzle flow. There
are, of course, many other species in the exhaust plume.
However, they are weak emitters.
In the run with the Catane additive, it was expected
that the temperature would decrease from 233' C to 207c C for
39
the conditions without the additive, based on the changes in
f alone. However, it was measured that the temperature
decreased to only 223-' C. Therefore, when the data were
corrected to th same f value, the plume IR signature actually
increased slightly.
The temperatures for the Wynn's 15/590 tests were
expected to remain almost constant for the condition with the
additive, based on changes in f alone. Yet, the measurements
showed that the temperature decreased slightly (3 C) . These
slight changes were within the realm of data uncertaint y a.-d
there was considered to be no significant change in the plume
thermal distribution.
40
V. CONCLUSIONS AND RECOMMENDATIONS
A. NO x REDUCTION
With the pressure loss experienced in the present work,
and by Behrens, it can be concluded that vermiculite in the
form utilized will not be effective in reducing the NO,
emissions from US Navy or US Air Force test cells. In
addition, much larger surface areas will be required with
extensive modification to the existing structures. If the
vermiculite could be formed into a honeycomb shape it might be
possible tj reduce the pressure loss. There is still the
problem. of reducing the space velocity in order to increase
the NC,. reduction effectiveness. Even a SOR system will
require enlargement of the augmentor tube to accommodate the
increased volume of the catalyst bed. Future effort might be
directed a: developing a larger catalyst bed with custom-
formed large size vermiculite. The effectiveness and amount
of slit from a SCR system should be investigated under
military test cell applications.
B. ADDITIVE STUDIES
in the T-63 combustor, the Wynn's 15/590 was ineffective
in reducing the soot. It also had no effect on the efficiency
41
of the corrbustor. This was not entirely unexpected since the
efficieitcy of this combustor was alreaay Quite high.
Wher. all factors such as heat losses and emissivity
corrections are taken into account, the Agerma IR ima-ing
System can give accurate nonintrusive measurements of jet
exhaust stream thermal distributions.
Neither of the additives tested were effective in reducino
the IR signatur- n-F a ramjet type exhaust plume. It is
recommended that further study be carried out to investicate
thle effects of different fuels and different additive mixture
ratios on the plume IR signature.
42
APPENDIX A
"T63NOX" Computer proqram
1 5'3 CCF!STOP AT AChLIiTIOti ANDO RED!LCTI0 PR:KPA"TH:c DRC4i IV IIDED INTO FlUE RAKEl:
1) VARIAL -F DEFINITION _S ANL, QhNZLTP
7n 1(3) FLO) CHECKS AND NOZZLE CALCULATIOJS-E I (4) THE TEST SEQUENCE AND DATA COLLECTJif0(
(5) PET-RN OPRATIONS, DATA REDUCTION AND SHUTDThl
I VI ~ARi1ALE DEFIN I TI ONS AND NOMENCLATU~r E
13. S SF DEFINITIO4' A ANALOG CHANNLL N!IE
ATHROAT AREAAIP FLOW 3OTITC CHOR p;ATHRCT E 2AREAHEPTEP FUL SOI 1 , LIf
ITHROAHT AREA HEATER OXfGEN SONIC CHOKE, 7
WiASS AIR LUWRATEc ~DISCHARGE COFFICIENT, AIR SONIC H
cr DISCHA.RGE COEFFICIENT, HEATER F'L Sp.)Ir rp.-ICAO COEFICIENT HAER 02 3 OTLH
:rc~icA NI SONIC CHOKE DIAMiiEIEPD ~ BYPASS AIR SONIC CHOFE DIAt4.ETE-R
'7 4 I Test1 LaTe h c, -- YrIAIR HEATER FUEL SONIC CHO ,E DIANEIK
Dh-h AIR HEATE; EXIEN SONIC" CHLR O]-AMLTKP ph-iFUEL IDENTIFIC'TON
3- - r HEiTER rUL~ IDEUTIFTCAT--C,
AIR SONIC' CHOVE FLnOW RATE OfSTA ;-FUIEL' 0'O METER RATE CO'NcTANT (N' I.YC
-14 ~~HEATER FUEL SONIC CHOYE FLOW RTE CnT i-
D tR 'u2 'i. 7C H r'I7 RATEPCONRE TNMUESOS AT(S
r AIR FLOW RATE, LI M/SE-CDESIRED AIR FLOW PATE, LB M/SFC-
I Jp FUEL FLOk RATE, GfPDEEIKEE FUEL FLOW RATE, CP
4' HEtE- FUEL FLOW RATE, Lit,IYCADESI-ED HEATER FUE-L FLON P L LM/crF.4 HEATER, OXGEN FLOW RATE, LI:M/S~.C
Vt 1 DESIRED HEATER OXYGEN FLOW RATE" LPM/EEC4 r PRESSURE, AIR SONII [HOKZ Psi(,
P PRESSIPE BYPV!I AIR S ONI CHORE, P-SIA47 PAROrETRiC PRESqUPE P7IA
I Fr PRESSURE, CCMEIUSTiO CHA REP P2IA45 I f PRESScURE7, HEATER FUEL SONIC 6HORE psA
F ~~~r PRSURE HEATER OXYGEN SONICCHEPITa ~ TEMPEP ATUFE, AIF SONIC CHOKES R
TEMPERATURE, 1YAS A "0:R1L rI CHP, yE PT -fEATURE, AUG,14ENTNR TlOE UPCtjREA r4TA! r'
TTE ,PERATURE, AUGMENTOP TUBE, DOWNSTRE i4AA ETI ITEST 1D NP.
TTRAFE NE ATER FUEL SONIC CHX,TEMPFEFATLIFE, HEATER 02 SOCI CHOIELlTE[P R TUR 0 isUS TO 5 P 1(R INLT kHtP FTL
TrTEMPEFH E, I-ESIRED COMPU70z; Alp irLE7 FI T 'C)?LTOF ExiH'' T J STPE,' ",Ell T M EFTij C IM U S 0 E YH AiJ D 0 'S IR EA~ 0' I
4 F
pP'I T S ".3 T cOVIEITI
p PI INT 'TOF tHE PPIU'TER ON L I N"
ci C LE F ll-'
INT HiOE Y AL (ULACS UL' I A 110% Y APEC
7 2:
-' -- -' ct -l? - ----
p fd
6 C
T In
S 'L!F9PATES PE CALCULATED USII 'c N' DTIMF%31,C8L I UENT F,LO F E U KPCKWT itED PROOEPTIE2, SMALL SONIC VIWLUEBH
Cr IMEAc t! KP DISIHAF': CHEFFIENS "HE 416 FLOWV NUZLE USES A,'A~LIDA. CEF rr 'E NT ,Cd ) 3F C,37
75
U M 'r T 1HE flCSD D ND-PNT SON IC CHOFE F LO N FTE CONSTAV'
II RSC,, GMMa c!/R ) x G(amma+1)25a +1)/Garma-i
I AFPU D T CN-A- FE3. CE LAO LEa)
I2 4 0AI U54.2 ,2 34 n4,
I*.C' 14C'S
I S S 0 r m. al, 1 ,a1.40r
415
I F fA = i 7 5
2 5 L M il 4d'- t -n 0SILI
1r~ 0 h 'd
OP 0 orctoLr
C 16)btok1230Dnchc~97i
'~~~~ 4~o~0
1 il THEP 2 "'IL ES A PE C 4R C 4EL AL IJEL :TYE) ~1H'ELECTFCU*11 ICE POINTS, 1EMFERATURFE REAL2N2E U'LIALES) AWI
IT 'CCNRTEP TO DEGREES ROWIN (R) PER 'INUSTRIA INSTRUMENTATION" Pf13' F IJ ECk HNf (PACGE 36?). THIS CALCULATION IS PERFIF ED IN Sl FROUTINL
~ '~a~TEN~OLAGEINTERIVAL'S ARE USED BETWEEN 460 AND 241 R.4, FPIt: IN F~K
14:1 ppit"T i t is "6/IWT-' H AU hENTOR TUBE BE USED? "YIN) ,Au
143 IF kc$7"' THEN Aw V
1~IF Vt I=" N TE A"SPRINT USINS
1 4, PRI'JT USIN.G '6/"147, IN-UT 4ILL THE AIR HEATER FE USED? fYn0",ZzS14,', IF ZzlzY' lhE i14? IF Zzl=*N" THE--N H'=O.1500 FR tNT USINS '! 'I il PRINT USIN "'
I ,2 INPUT "ILYOU UZE PRE-INITIALIZED VALUES OF CALIBRATION CONANTS AND 75-pri jy~\ 1) Z
I rT IF 7Z I THEN GOTO 1nj1011 COTO Trars-:a1
1 "*JOAEE TO TEN4FERATE (RANINE) CONVERSION SUBROIQE"
:F VolDY(,0153 THEN 1(V1OOE/tll2i+c106 IF Volst= 00153 AND VcIl;( .0332 THEN (Vo s-5).O >
1 11 I F h 1 )i3 U2 AND hcl( !VI609 THEN Tf Volt-,3G32 i 11:-
IF ;is= OH9 AND Volls( A 1f331 THEN TY(Vo "~1-,006090. POI)K
161 lF Yolls)7.00631 AND Vcits(,010)56 THEN T(V1,i3)Aii
16"' F Vclt z).01C56 AND Voits(,01295 THEN T~1,1 5)~U L
1-V olls)=,01295 AND 'JcIt;(.Gfle THEN TI((Vdls-,025)/.(32,
1 CA IF = 4,0523 AND Yoits( 11983 THEN 1Y ((olin-JI1518l' AVC2
7) 1 3YW' I F VcItsV,[5 ?WD UVcs( A2463 tHEN T('c~3,1I) "
171 ,IF a: l;4 =l73 AND V A I A .22B TEN T:(V.J0h-ti1s E) 0 OP(%,0 ,-
17 '',IF 1Insk,0222 ANE VcA1t;( *l2 T HEN T=((Vc~ts-.02225)" Iririn
IFUi )O6BAND hc~s( A236 THEN T=( (Volts-,02l2E)/. 00I023
1 IF V ott3165 AND Uot;( A13393 THEN I((V 0-.365) / A 0 P22
171 IF, '4gIt)=C3393 AND Iots .i361; THEN T=(Di-.')3393)/,iVC22
17-5 IF Vol ,)=.0361Y AND Volls(.I33B43 THEN T~k(VoIts-,036I9)/,0,3ii224'142i.P
171,' IF Volts)03843 AND lts( .D4062 THEN T=(Vll-.3P-43).000321
17F V c 46 AND VoWtA42T3 THEN T:(Vwlts .3062V, OH021
17E- iF Q Is3,:.042735 IE, Vc 1, 0 ,44 71 THEN I (c I ,-.427S V. / -.l?:i 1POW
1- IF YI;~lilTHLNT((o 42/05 i* 4
PET: A
V 1tV -1 - . P 0 r: ~ i -~ rFr a l
4
181 Peid'z"tAPCC'
I V O! ~ t11"O F"c 82 73
1941
1?E~ '9'TR(NSr'UCER EAIBR.AFiIOn
2f960 'IFE PWE 4 PRESSURE IPANEDVEERS THA MS41 1 1O~ AE FALIIRIIITF: TANS-LIE F9 L INEAR ITY MUST BE VERI F IED BEFOR C-P KE
G32 1IPL!T T PN1 PROC EDURE IS EMPLOYED, THE OUD [A ELIEIO 1 ;f2 AA 'T' I I fl, iiI : TP '.t~ "' t. 7A rnp h fl A ,'rlphT9t c1'
TH' I 'N';2LIES U -2'N "EZ~W
'1- R II [DU~ rt7 PULT 72 'LR I IScNIO1-T IT4QI" 1
9. IN UT "I'll YOU WANT TO C AL IFPAE 'TRAJOJES (Y/tLm',E2 1I I F I'YI " N" THEN COTO0 EndcalII INPUT liC (00 WNT CONSECUTIVE ORDF OF EAIF6TI' ( ,/K
4 1' V THEN £010 ConsI-,eclIM I t.FL; MD 'KU LW TO REEALIFRATE Fa' 0/")" ,y
211 IF 1y~Y"TE 0Fai
Lt FRPTU: ' F
I NP UT 'DO ;EU,' R ITATO IEP.LIPITE F: f/),v7r IF ty~ THE 0012 Fccai
2 2 C IF H-1, THEN( C9T Erdc :1
IF"DO YOU UWNT TOE REAIBRT Hf? A-,"1 IF 39 W H'4 000 Pt f:
: P R IINT U 816;I9N
I6 INPT DO YOU L WANT TO PEE A L I FA TE F6 h i8 W, yiC Yvbz"%" THEN GOTO PhocalG-- DO Erdzai
?'Cense::
P ' i1NT USI G "2/"
4 6
~ R~y 6R P F E S S U R E wYUN PP T "iNS-U;E TH4T NO PESSURE IS AFFLIEE. TO TiE TFRNSMEf
2 4 f. H ~ "IT COTI;UE WHEN REAMi TO TAKE ZERO REAEUU'4'p PME
20~ E AT 2 I
2467 EVR22 SI a -325ib I FcP
I N f C T" E C
27 R*K T 1 c 4 ow
-1CF ,T "Ar'F''~ MAXi~i EU RESUE fI T6 Hi1 HA: DE-VE,, CIrGT iES"RFP L "E-,17EE THE ,P4I Mh DREiII N psi %1
24FI DISU TIT CONTINUE WHEN FE4EI
eIST FEMPL 7H32590 OUTPUT TP,-MY260 SIT 22610 Coi1; T 7"77"~Lf' ENS 7214
264( ED, 'Pan iMV M/OEax VQ
265' F;NT '4E= a;:P
2 f 7 -, PFUT 'R/rh E D'$2M UF 210"N' THEN 60165h IF Cons ItN AMO fCca1
13 ) ot ,%xyl tK1 x slf m %fml w %x*x xxmx Ai1 XX**tmxXXlX)t 4.-y
173 PRPT "xCAL:tPATI9N C Nc THE T63 CHANFER PRESSURE TRANSDUKEq->, 4 ;x-:y h X Id i k kkkt %*Y kx tx* Y xV *%I Y t Y IX Ix xx % XY ** x x Y f Y Ti, f
zUj p2 1276F" P' i'TY xKx ZERO3 PR;ESSUR-'E f xxx"
25 FPT "INSUE THAT NK PRESSUR E IS APFLIEE TO THE IPAlNSIUCEE',-2 T7 S-"HIT CONTINUE WHEN 33EADY'
27F6 PAU236 REMIE 70Vc010 OUTPUT 70q;"MA'232 WAIT 22535 OUTPUT 722 M"732240 ENTER 712A'I25 PRINT "YRC("'Ypci
4 7
I3 PWFUT "READItNGl M? (I Zz$'?2 IF Zz$N "1) HEN, CUD Pcocil
290Pcmaxcal: 120 0,PINT USINL "P"
2910 PU'NT '~ AMGALIPRATID'7 *M*4 tA.T 'ArPLY THEL MAXIMUM PRESSURE USINI DEAD-WETCUT TESTER"
'E lER THE MAXIMUM. -RESS'-UPE Ttj pS- q"pCtraX2 4 r, I [ W2217 WHE N R.EAD Y
2>0 REE7927Tl OUJTFI75,'290 3 OW PU3VC.0 EN'EF R.c 7 2 CtE c
301PR INT " Voc ' !iYpcmax P"cma x' PFC m.% QC pctcraX/(VpcmX -4pc3 , R F11' ,I/p c pcY40 PFET
I T 'RE A DIN 1 R (,YI0) ,zIfIV
7z$1 Ij HFN COTO Fcm xca IrHi I.THEN GO TO Pin-ca
~A Q P5cr :1TlEN CUO Phfccl
uN 1 U S L2IG I~939 RIN 'iGALBRATION n- 5N' TH 63ARHEATER FUEL TRANIDUCS'-
131 P?ri. A *H 8 I , ,-
3OO PR33 '!TMEPO PFESSUEPXX*X'321 Ft IT INUPETHA NOPRSSURE IS Pf; EL TO THE TRANSDUCEF
c2 DV, t '~IT ' CTHTI WN RA
3290 prr' 7U 93 (RUTUT 70 59 m
30 0917U 7'3 T ETr 722 zIDPT F p C fT
3 27O
71 PRIN , AI~w77 0 DIE0 "AOFLY THE MAI pMFESUpF USING LEAl-QcEIGHT TESTER
lfi (NT "ENTE HdE JAXIMUm REk IN4 psi"Prx33 IS"HT E0','l';uUE WHEN READI' p.
30 PA!E33t RE~f TE79
331. WA) T2337 U 0ITET 722Rohf m34r10 EOL: 'Yf na )i a
3,4 2 Kh f =Fh f ra X/I TnMax-14; - '343 1") 3 PRNT(phf= )p344c EF34%O INP UT 'R E A rING O! ? C, /NV Zf3470 IF CozIN TE C0TO Pof, Cal
3,11 C, TO Fnc3490 Eor a
Z' 10 PF-INT [SING '351 PRIN T ';EALIPFATION OF FLr THE AIR. HEATER OXYGEN PRESSURETPSDCFX
48
354K FhAci3530 FEM0I 71ZF L AI~~~
350 ~ ENER Py b30 Ol PUMT Ti Y1NO1A
3a - F' p "K T W K' PIU x
36- .1' F'I 'AFFI la hhi.R F~ RE USNAG DEAD-IgHT TESHE'32 LI.aNjT -rQJEF THE M4HUIiLM UEaSSURPL .i'Fhr'31.0 DI TT CCOT: DNENO RU0'i"
Y3 PET TE 70?1' 4[-( l CUP' ' 7 0;3 'tA'2''
37, Cl d. - 'l 7-2r7 ENTER F23 0ma
3 1"' trj (,,h Aa'DYNtT.
3' 1 lov CF4 I' CL'' Ag/N :R1FV '1 nTa499Pttmrz
3K FFranIk I
Fr IN '1.43 ENDS THE CALHIBI TN
JUL 0 FE4W: IES, FLOW IATE CHUG.~ AND NOWL E ZALCLAIT
'F',C RAT E LET-LIPS AND CHECK?
Y : WL DC IOU WANT TO PRESET THE AIR F-LOW 3ATETII/N)',Zzst-, , J THEN DOTE'Fak
300~~ P 7G THWE DESERED VALE OE Phpti0 USING HE HAND LOADER AUS 7F
P. "I E HMIT LOAER SULD BE 206510 NE !HAK DESIPED ERESS'P
10PRIA' rTAN4a >0TiE All FLO if TU;KNG MEN AIR' IN XQ5iP:41 FFI'T '' j "
4Y £''F ''1 IC0IM' FEN READY'
4 --, DJT'U> ,- U I 24'PT ENTE' 72'1LO OUTPUT 'fl'? A4'11C CUIPI''" 1
.0 ENiF E p v0,'
42b EOT% ?72
4 j l 7 tp FFIT USIN41U PER T ' 'TURN -F ' A2N .I!-
I4 lI'"' 'HIT Car ( T FL'E
427 PaAKAJ~ ~ 4 i4n I.rt '~am 4 n
4 9
4 4r li
441: CO'LT Tcalc
4 % ? a 01,r=air, d~i.xFo ,7854(Daircho Ie-2)/ (Ta' .5)
4-NO P INT TUSiN!O !'@'43'1' PR P'T U'SIN "5A 2XY fDD,DDDT"Ma ir=)ai
4; - ,P FP 1 ;NT UISIN 't-14 6,Dfv.DDD;"M 3i r 1)ES ED" ;air d
4 4 PRINT U -Pj j~2~ , PD,2X,3A, IX, DDS .- , , " ,jj r/f- R,5 ' =
43-1 P.-=P -F ,4 70 P'IN7 USItM "4., DDD. D 16'"F a =;P q; P
SPP7h' USIJ,' "4A DD1iJ 1A V "T1a z"T~;4' IOFU "fl, AR FLOW RATCA&RATE NOUGrH7 (IA IF Yy1-:=Y" THEN~ COUT Prerun
11 anew=, P a N 1rd /Ma ir )-F ba,-414j PFF1 J RESE I Pa TO' nw~~c
L3 TC 'HIT 7O0,TD UE AFTEF , ~E SET OF Pa"
/.C riL-I1~' ny:~viPITU F PFE-RUN DATA(Y/,1"'b
IF X S I T D; CGTS Pre,,,-, 1
4"fi P, " - rPRiTVEPIS7
N P R E -PVE-U N D AT, ILI I Al F, Y
P t" IT L'S114 '3A fEDD D46,'yP - s
110 FF 10~ US INO "5q,D . 1IIIA,, "ai"ri1, 1L7-Ir:4 1,' R I IT UL' I N '4,E'.DDD1 1"Fir= pair,~(b/e)
S PRIN~TER I,
'MH CONTINU1E TO PRO1CEEv 10 :NEX T FLOW RATE KET U-
4 ."IF HO= T THE N OTO Pho;:ip4:- I F IR 1 N T U C''r '
,, U UT TC YO FN TO PESccET T HE H E ATEIR F U EL F LOW RA E 7 Z/)'~4t IFF THIE! COTO FhfskiF
4tL PRINT CI THE DESIRED, VALUE OF Phf USlNrQ T)4 HANDrL LOADER/PRESSLIRE G,'::
47j 1,11c' "HIT CONTINUE WHEN READY"420 F' ': , E
4- J.1 PRINi "IAJLL TURil ON AIR 'HEATER FUEL' SWITCH'41,60 DIeT PIT CUNTINUE TO FROCEED'4770 PAUSIE4-7fS0 OUTP'UT 709; "ACLI2"4790 OUTPUT1- 722: "134510 ENTER 2;~h4810 OUTPUT793"4 2 1: OUTPUT 722l'i'403[1 E NTE R 722;Jhf43040 L CILEAP 7 0940c5O PR INT ".ANUr'LLY TURNi OFF AIR 'HEATEP FUEL' SWITCH"
4 -C 0 75 0'H~"IT CONTINUE TO PROCEEL'
4 9 6 Phf=('hf-Vphfg)YVp f+Pbar41 C Volt I'thf4 i 7, 1 -31 Tcair4 0I 1 h ;
h f f C5) ~ '7S vh,-chc
QC4 FFIT UcTI? W
4 IN USJNC " 2ADDD Wh Ibr EDY;MUh~
4 8&. Pwith UFIN2, 1E4,DDD,2X,4ADDDDDD?1;"Ihi/ Huhf !DE3IPED'~iTl f , p"40 3 PW
Wf IN t 3-EPTEP FU1L FUW~ RUtE 4CCU4TE. ENO'iO1 (UY /H)W! J W1, lh CFTO Pmflr
504 FFINI IcTmI "P4 dPiD, 0, 4' 'REST Fhf' Ti ;Phfnew;"F~i j'W DHF T O'ThC EP REB3 T OF K P'
17C VPT CNT INUE TO PRCEEP 10 NEXT FLOU HITE SET Kr
Q'f PFITLGN Y
520 Irj "DO 'C' W ,' TO PREFET THE HEATER OXYCEN FLOW TECfI>114C IF 7zt="W' THEN COTO h fosip
51 K! PRINT 'PET imt VEEIRED VKUlE OF Pmo iJINU THE HAMI LO4DEF/PPESITE CGR
5 1 P I!T "u4AYJI LY TLI N ON 4iP ' HEATER OXYCEN' E.wTTCY1: l'l'' "FI CflNTUTEl TO FROTEEP"
5120 ON T MIKA"
2 C 'J~ITF, 7, ',4
I1' C "MA!JALLY TVN 0, AlP 'HEAIEP 3,"CP," 5^WiTCH'
50:~ QN A CMNH' TO FROHEPI'
54; EOP Aicaic
-. 1 1"1 M hod, Wh91 75*(Dh och p&2)/(ThK 5)
50 FRINT UAIN "40 1D DDDDD;M'"oMc51 FF Nll USINCK 2DDDD .oEEFD
5 1
PP. I US I C " -A,D,,-1,D .DD S, X , 4 A DIID.,rEK:,AiX , 2A"Pho ~Fq;*
sh IPT NS3 1(3 HEUTER 3X&'OE FLOW RUE ENUTI? (IVW?)2S X x"' THEN' GOT10 F ck ip
t! FRINT USUG "MA DU1E DE IX , 401 E h-4' 3 DISP 'FIT CO JTItNE IIFEP 'SET CF
54SE PAVEvl~o COTO Phow
51 1 3PRINT "THIS COMPLETES PPE-RUU MA-P
3(4' THIS PORTION OF THE MUCRM RIUNS THE TEST AND COLLECIS T'7Z2
P15I T'SET TIMMI~E MY PRECS11? K1 AND UPDA~TE, T~HEN EXECUTE, TH-' -i: r
55? PRIN' U30U "'
50 PRINTER IS 10 TPE FE LO1HIK;7 PROCRMhS T1E X,6~ DY -,
56 - A3051Zi' @ScanE~ 10 70?5 .4 l A' GN &Svrm TO 722E
56C VIM pwi S)1- U DI rrE'S ( i055 VIMLu Tm'oo'
5 l -- ' IF'HIT I CJIMUE FUR HDT RCN [A ~570 EE
MC IP An M WOTLN E. Au50 CO 0RIto",-
552 PRIN;T UMIN2r,820' P I NT US11h 1,/
532 PFINT COLLECTINC, PRESSURE * *V50 PPINUI5M~ P;IhT * *'*m COLLECTIN., PRESSURE n~~*
585 OUTPUT PEcanner;,"AE2IAF21AL2SAE' 2'521 WAIT Q5 711 OUTPUT @Syti "5SCTNT3"
ENTER 1 S~ SN SUBROLUTINE Press51:,11 OUTPUT @RSv".;1STNT4'r'13r RETUP !
5 2
ITEK'EV'T!uF [CL LCTIN" ROUTII;EFO AU'hENTfF UN r; -EICTTt 'Y JTO T PJMUPLSxt'
.J I"g6bp64 Pi2
FrJ T. L~ 'M"I1 hA
PFPTNT Wyi"C'L[:~rIY' TEMPERATURES ;X*XW
JU T c caine "AC6AF6OAL&SAE2"
L'T p
R '71'TTET COW'LETE; TIJFN OFF M1AIN-ATP. HE4,7C TER DEL -r ' k'Vfy V IX XfXX k00*i*WM fXX X**0X)f*X > K I ) X x **IxfX MtY§ix4fy.'
I 05 T 0WN PVPATICn, DATA REDUCTION AND SHLI!DOL0ii I x y X x Y. y**n **nnX* * xy X x (XX X XIyX Y X Y 1 Y
PDI73' I T CTN TINUWJE TO PROC-ED TO D A T RECCDUCTIC
53
b4 FR I T~P U,: .'7
61J3p R' IcN T626t HINT U S I~6',7 0 P RI N U L'1W NG 14 ?ADDD.PI4A,96k, 14 ,1,' ?A 'I es, i z te I n
6 sl 'PRW JS'flG '14ADfDX1ADDDD~'4 DdD61-,, r F1;,) LUj,- 14 A4 D b .DDE D 6X, 14A, DDD , DI, D rh : Ia ~ r ' ~630 PRINT US1NI ',IS 14A DDDDDDDD, X 4D DDhoeDDD oc-fl '
631 P I SItK ;'1 4A DtDD.D X ~ D1i1d ldrtj,6- :Iv6 A0 R I NT US11 "4A, DDDD DD, D I4A DDDD -D;D 4 DDDD PU4 , DfJ''
a'A 11361 FP INT SIG1 ADD.D5,4,,D, X14 DPD " J- :h
I;E~UEI Dsii, DINER .TUE DD: X AKD ',ZT -ard cI;,30 , N UI,,I 1,A DD DD -j ,4 ,D 6,f DS 4 ,-D , r-
1)1" "h = vZ f r1 "h d M p M e d f C
MC Or" yell p
;7 IF ktl IN!
F Ph f f ' - f
V 1 c1
V I
45
EU
OR F 0= THEN GTu m
6 1 7 I M S T,- =ir ,r h 754
61 i i ' IVuhxhf 7 c4 - 'lV
W ~~IF h M A MW
SN
It '~ v'1-01 Di, ,lt rz~h PNU C K
:- - C O ' -I HE~ r N F .
IF )!- .~ 1' K.J4N fuIF P 1731jV THEN
6 C '17 F CI DIEN 16K ' U''-, f)2 '0 1TD hf=% ~
It r, Ot HE HN Ph '' CL
er' I "Pho 001 TIFNOL jI"~ F Pc), V 00 WE C
7 ' 1R~q -1CC THEN F 2'VL'H
r 1 3LCF2C TF r a, ''
1 I I I II II
F Ci 7,i .: T . , , 4 7,XC,
i T
o, - A , i JI c 1 H CiF
s T HE
I TH.1 L L
v~lf iF /c~r:{ ',' T 4 c r:0 (
40r, T. HC T
TH , "i : 2 =l
)((- i r ]a-OC T1? 1W TCI4021C.
I 7a y'/r THE lNoT :4'74 1 F T' d 1 T HIE N aT 3 j I =3. .
'Tat! (-CI' T a T a "u1 I' C :;-: TtHx ,, ,, , U
, F HT pII 1a1 1 Hb Qh 4:
" ._ , F i T v "P 4 (fl 1r1"J5. I 8LQ % 7:( 7... ci[,:S ,SCC T 14< x Ta -tc l £iTaqv:3'
I E"D ? I I4 E IT L C '. . .
APPENDIX B
Run Checklist
TEST CELL # 1
I. Ensure yellow and top blue air valves in thea solid fuel
ramjet celi are closed.
2. Open low-r blue valve (opens air line to Test Cell #2 or
Nlote At least one valve should be open at all times
from the main air line to ensure an air ve-n in the event ofc~~~v,. in oh nvn eof -'ai1--
comoonent falue
NI TROGEN BOTTLE ROOV
-_-y omen the control room nitroaen bottle. Ensure tha:
there is a: leas: 10C psi.
F-lly open actua' jr nitrogen bottle. Ensure that the-e IS
least 500 psi available.
Ensure AC master switch is on and the red covered main air
switch is closed on tqe sulid fuel ramjet control panel.
Z. Ensure the air flow set pressure is zero.
3. E.nsure the T-63 combustion chamber safety thermocouple is
ra1 ed and operating.
57
4. Ensure the fuel tank set pressure (gauge on panel) is less
than 500 psi.
FUEL STOR.AGE ROOM
1. Open nitrogen bottle valve (need at least 400 psi more
pressure available in the bottle than the desired fuel
line/tank pressure, or 900 psi minimum).
2. Adjust hand loader to read 700 psi.
Slowly open the nitrogen gas supply valve located behind
the fuel tank near th-. wall.
4. Slowly open the fuel line valve from the bottom of the
tank .
OUTSIDE/CONTROL ROOM
1. Open main air plug valve to full open (minimum of 2500 psi
recuired for a run)
2. Ensure all thermocouples are turned on (if required) and
pressure transducers and tubing are secure at the test stand.
3. The heated sample line temperature control box should be
set to 275 deg.F and the gas analyzers in the control room
should be up and operating. The three main power switches for
the electronic equipment racks should be ON.
4. Load and run the "T63NOX" computer program on the HP
microcomputer. The pressure transducers should now be
calibrated if not already done. Enter the appropriate zeros
and constants in the program.
58
5. Set the main air pressure to 600 psi using the hand
loader.
6. Set the fuel pressure to 500 psi using the hand loader.
7. Go though the flow rate set procedures in accordance with
the computer program.
8. Ensure the printer is "on-line".
9. Check for personnel near the cell and for golfers.
Activate the exterior warning horn an check main air flow rate
when cued by the computer.
10. Check that safety key No. 3 is inserted and eI bleu.
11. Turn on the siren.
12. Start strip chart recorder and mark zero/ambient
conditions.
13. Signal for start of purge nitrogen.
14. Activate main air ON.
15. Simultaneously, activate the toggled engine ignitor and
fuel switch. Check desired fuel flow rate (0.33 GPM). Watch
for hot or wet starz by visually observing exhaust smoke at
rig and monitor the digital combustion chamber safety
temperature readout (commence shutdown if temperature reaches
1380 deg. F).
16. When steady-state operation is reached, begin traversing
the Kiel probe in the augmentor tube and obtain analyzer
measurements.
17. While at steady operation collect data with the HP
microcomputer and from the gas analysis equipment.
b9
18. After data is gathered, switch fuel OFF. Leave main air
on until engine and augmentor tube are ccol.
19. Turn main air OFF, record run time, and calculate fuel
used during run. Update fuel board in fuel storage room.
20. Isolate fuel tank with valves and bleed excess fuel in
lines with fuel switch activation.
21. Close main air valve outside.
22. Vent fuel tank from control panel if desired and close
fuel tank nitrogen bottle.
23. Bleed remaining air heater and torch gases from lines and
vent with remaining main air in lines. Back off pressure
loaders to zero in the control room.
24. Secure analyzers, complete shutdown, and reduce data.
60
APPENDIX C
Gas Analyzer Checklist
Two Hours Prior
1. Turn on the Power to Model 900. It is not necessary to
run any pumps at this time. When the heater has brought the
unit up to temperature the teilp cycle light will extinguish.
One Hour Prior
1. Turn on the Model 10AR power and ozone switch.
2. Turn on the Model 900 pump switch.
3. Plug in the vacuum pumps for the Model 10 and Model 90C
(behind the cabinet on the floor).
4. Plug in the vacuum pump for the Model 900 mounted to the
back of the unit.
S. Turn on the dilution gas to approximate one psi. This gas
can be compressed ambient air.
6. Turn on 0 for Model 10AR to 10 psi.
7. Expected readings on Model 900:
Chamber vacuum 23" Hg
Sample vacuum 10" Hg
Flow meter inside 1.8
Temp inside 175 deg F
Expected readings on Model 10:
Converter 650 deg C
Bypass 2.25 SCFH
61
Sample 5" Hg
Reaction chamber 29.5"Hg
02 press inside 2 psi
30 Minutes Prior
1. Turn on Model 48.
2. Turn on NO, span gas to 3 psi an 0.8 SCFH and connect to
span port of Model 900. Switch Model 900 to span. Note
reading and adjust calibration to obtain exact concentration
of span gi &viripd by 20.
3. Secure span gas and switch Model 900 back to sample and
note Model 10 returns to zero.
4. Verify gas sample switch in test cell with air pressure.
62
APPENDIX D
Transmittance Data
I -, .
I. F
APPENDIX E
TIMELINE FOR T-63 ADDITIVE TESTING
Min:Sec Event
00:00 Purge air ON
00:02 Strip chart ON
00:05 Main air ON
00:07 Fuel ON
00:09 Ignitor ON
00:15 Engine light off (approx. 1200 F 0.33 GPM)
00:20 Check laser GO/NOGO Mark strip chart
00:25 Adjust view from IR camera if necessary
00:30 Operate at steady state no additive
01:00 Take hot run data HP and IR
01:45 Turn additive pumps ON
01:5C Mark strip chart
02:30 Take hot run data HP and IR
03:15 Turn additive pumps OFF
03:20 Mark strip chart
03:45 Take hot run data HP and IR
04:30 Secure fuel
04:35 Mark strip chart air only
04:55 Secure air
05:0U Secure purge/strip chart
64
LIST OF REFERENCES
1. Lefbevre,Arthur H., Gas Turbine Combustion, p.467,McGraw-Hill, 1983.
2. Lindsay,R.H., An Experimental Investigation of SootingCharacteristics of a Gas Turbine Combustor and AugmentorTube, Master's Thesis, Naval Postgraduate Schrol, Monterey,California, September 1988.
3. Naval Postgraduate School, Measurements of Gas TurbineCombustor and Engine Augmentor Tube Sooting Characteristics,Young, M.F., Grafton, T.A., Conner, H., and Netzer, D.,July 1988.
4. Cashdollar, K.L., Lee, C.K., and Singer, J.M.,"ThreeWavelength Light Transmission Techniques to Measure SmokeParticle Size and Concentration", Applied Optics, '.!. 18,No. 18, p. 1763-1769, June 1979.
5. USAF Engineering and Services Laboratory, Soot Controlby Additive-A Review, by J.B Howard and W.J. Kausch, p.4,September 1979.
6. Glassman, I., Combustion, Second edition, p. 3 29,Academic Press, 1987
7. Williamson,S.J., Fundamentals of Air Pollution, p. 279,Addison-Wesley Publishing Co., 1973.
T. USAF Engineering and Services Laboratory, A New CatalystFor NO, Control, by B.W. Nelson, S.G. Nelson, M.O. Hucgins,and P.A. Brandum, Sanitech inc., June 1989.
9. Berry, L.G. and Mason,B., Mineralogy; Concepts,Descriptions, Determinations, p. 509-510, W.H. Freeman,1959.
10. Kerr,G.T.,"Synthetic Zeolites," Scientific American,v.262, p. 100-105, July 1989.
11. Grafton, T.A., Measurements of Gas Turbine Combustorand Engine Augmentor Tube Sooting Characteristics, Master'sThesis, Naval Postgraduate School, Monterey, California,September 1987.
65
12. Behrens, C.K., An Experimental Investigation Into NO,Control of a Gas Turbine Combustor and Augmentor TubeIncorporating a Catalytic Reduction System, Master's Thesis,Naval Postgraduate School, Monterey, California, March 1990.
13. Headquarters, Department of the Army, Technical ManualTM 55-2840-231-24, Organizational, DS, and GS, MaintenanceManual for Engine Assembly Model T-63-A-SA (2840-923-6023)and Model T-63-A-700 (2840-179-5536), p. 1-13, 3 March 1972.
14. Instruction Manual, Model 900 Heated Sample GasDilution and Conditioning Unit, Thermo Electron Corp.,Hopkinson, Massachusetts, January 1983.
15. Instruction Manual, Model 10A Rack-MountedChemiluminescent NO-NO, Gas Analyzer, Thermo Electron Corp.,Franklin, Massachusetts, 1987.
16. Instruction Manual, Model 48 GFC Ambient CO Analyzer,Thermo Electron Corp., Franklin, Massachusetts, 1989.
i7. Cruise,D.R. Theoretical Computaions of EquilibriumCompositions, Thermodynamic Properties, PerformanceCharacteristics of Propellent Systems, April 1979, NavalWeapons Center, China Lake, CA.
18. Kreith, Frank, Principles of Heat Transfer, p. 214-215,Intl. Textbook Co., 1959.
66