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N+3 and N+4 Generation Aeropropulsion Engine Combustors: Part 2 — Medium Size Rich-Dome Engines and Lean-Domes

[+] Author Affiliations
Hukam C. Mongia

Purdue University, West Lafayette, IN

Paper No. GT2013-94571, pp. V01AT04A038; 11 pages
  • ASME Turbo Expo 2013: Turbine Technical Conference and Exposition
  • Volume 1A: Combustion, Fuels and Emissions
  • San Antonio, Texas, USA, June 3–7, 2013
  • Conference Sponsors: International Gas Turbine Institute
  • ISBN: 978-0-7918-5510-2
  • Copyright © 2013 by ASME


Comprehensive assessment of the medium size rich-dome engines was conducted leading to the following emissions correlations:

Display Formula

LTO NOx=1.129×OPR1.0899withR2=0.9248

Takeoff NOxEI given by

Display Formula


Display Formula


These correlations may be compared with the following for the CFM56 Tech Insertion:

Display Formula

Takeoff NOxEICFM_TI=0.0744×OPR1.7151

Display Formula

Idle COEICFM_TI=396.42Takeoff NOxEI0.814

Display Formula

Idle HCEICFM_TI=0.1609×Idle COEI-3.1959

TALON II takeoff NOxEI data are reproduced well by:

Display Formula

NOxEITALON II=0.0167×OPR2.1403

TALON II gives 10% lower NOx at 26 OPR and its NOx is comparable with the CFM_TI at 34 OPR.

The CFM DAC technology is competitive with LEC’s for the low rated thrust engines. However, interaction between the two domes leads to early quenching with resultant higher idle COEI plateau. On the other hand, the 40 OPR lean DAC gave 25% higher NOx than LEC. Moreover, lean DAC (Gen-1) impacted fuel burn adversely making its likelihood to continue as product discouraging.

The second generation lean dome technology initially kicked off under NASA sponsorship with significantly larger funding support from the CFMI and GE Aviation (GEA) led to successful introduction of TAPS into products (GEnx-1B and Gen-2B) with potential applications in other future GEA engines.

Copyright © 2013 by ASME



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