Combustor Is a direct-fired air heater in which fuel is burned almost

stoichiometrically with one-third or less of the compressor

discharge air.
Recirculation Zone The function of this is to evaporate, partly burn, and
prepare the fuel for rapid combustion within the remainder
of the burning zone.
Burning Zone With a recirculation zone which extends to the dilution
region and at the end of it, all fuel should be burnt.
Dilution Zone The function of this is solely mix the hot gas with the dilution
air.
Dilution Air The addition of this is so abrupt that if combustion is not
complete at the end of the burning zone, chilling occurs and
prevents completion.
Combustor Performance Is measured by efficiency, the pressure decrease encountered
in the combustor, and the evenness of the outlet temperature
profile.
Combustion Efficiency Is a measure of combustion completeness.
Combustion Completeness Affects fuel consumption directly, since the heating value of
any unburned fuel is not used to increase the turbine inlet
temperature.
Total Pressure Loss Is usually in the range of 2-8% of static pressure. This loss
is the same as a decrease in compressor efficiency.
Combustor Outlet Profile The uniformity of this affects the useful level of turbine inlet
temperature, since the average gas temperature is limited by
the peak gas temperature. It assures adequate nozzle life,
which depends on operating temperature.
Traverse Number Also called temperature factor. Must have a lower value –
between 0.05 and 0.15 in the nozzle. The peak gas
temperature minus mean gas temperature divided by mean
temperature rise in nozzle design. The difference between
the highest and the average radial temperature.
Reference Velocity The theoretical velocity for flow of combustor-inlet air
through an area equal to the maximum cross section of the
combustor casing (25 fps) (8mps) in a reverse-flow
combustor; 80 – 135 fps (24 – 41 mps) in a straight-through
flow turbojet combustor).
Profile Factor The ratio between the maximum exit temperature and the
average exit temperature.
Stoichiometric Proportions Constituent proportions of the reactants are such that there
are exactly enough oxidizer molecules to bring about a
complete reaction to stable molecular forms in the products.
Equivalence Ratio The ratio of the oxygen content at stoichiometric conditions
and actual conditions.
Pressure Drop A pressure loss occurs in a combustor because of diffusion,
friction, and momentum. It has a value of 2 – 10% of the
static pressure (compressor outlet pressure). The efficiency
of the engine will be reduced by an equal percent.
Lower Heating Value Is one in which the H20 in the products has not condensed.
It is equal to the higher heating value minus the latent heat
of the condensed water vapor.
Combustion Is a process in which some material or fuel is burned.
Natural Gas Combustion of it is a chemical reaction that occurs between
carbon, or hydrogen, and oxygen.
3400F – 3500F (1871C – 1927C) Normal combustion temperatures ranges.
Straight – Walled Duct The most simple combustor connecting the compressor and
turbine.
Baffle Needs to be added to create a region of low velocity and flow
reversal for flame stabilization. It creates and eddy region in
the flow continually drowning in gases to be burned, mixing
them, and completing the combustion reaction.
Swirl Vanes Creating a flame stabilization and a strong vortex around the
fuel nozzle.
Jet Impingement Results in upstream flow at the combustor axis which forms
a torroidal recirculation zone that stabilizes the flame.
Liner Experiences a high temperature because of heat radiated by
the flame and combustion.
Air Film Cooling Method Reduces the temperature both inside and outside the surface
of the liner.
Low Pressure Fuel Atomization The fuel spray entrains air because of the momentum and
drag of fuel droplets; however, this process produces a low-
pressure region inside the spray cone that causes it to
converge downstream of the nozzle.
Ignitor Plug
Combustor Cross Section
Thermal Loading
Combustor Length
Wobbe Number
Pressure Drop
Volumetric Heat-Release Rate
Tubular or Single-Can
Tubo-Annular Combustors
Annular Combustors
A surface discharge plug, thus energy does not have to jump
an air gap. The plug end is covered by a semiconductive
material and is formed by a pellet, permitting an electrical
leakage from the central high-tension electrode to the body.
Can be determined by dividing the volumetric flow at the
combustor inlet by a reference velocity which has been
selected as being appropriate for the particular turbine
conditions on the basis of proven performance in a similar
engine.
Proportional to the primary zone air flow because fuel and
air mixtures are near stoichiometric in all combustors.
Must be sufficient to provide for flame stabilization,
combustion, and mixing with dilution air. The typical value
of the length-to-diameter ratio for liners ranges from 3 – 6.
Ratios for casing range from 2 – 4.
An indicator of the characteristics and stability of the
combustion process. Increasing it can cause the flame to
burn closer to the liner. Decreasing it can cause pulsations in
the combustor.
The practical minimum of this – excluding diffuser loss – is
about 14 times the reference velocity pressure.
Proportional to the fuel-to-air ratio and the combustor
pressure, and it is a function of combustor capacity.
Preferred by many European industrial gas turbine
designers. These large single combustors offer the advantage
of simplicity of design and long life because of low-heat
release rates.
Are the most common type of combustors used in gas
turbines. The advantage to these types of combustors are the
ease of maintenance. They also have a better temperature
distribution than the side single-can combustor and can be
straight-through or reverse-flow design. Requires more
cooling air flow and has a more even combustion because
each can has its own nozzle and a smaller combustion zone,
resulting in a much more even flow.
Are used mainly in aircraft-type gas turbines where frontal
area is important. Requires less cooling air and much harder
 to get to for maintenance and tends to produce a less
favorable radial and circumferential profile.
Oxides of Nitrogen These products are of great concern because of their
poisonous character and abundance, especially at full load
conditions.
Auto-Ignition Is the spontaneous self-ignition of a combustible mixture.
Flashback Occurs when the local flame speed is faster than the velocity
of the fuel/air mixture leaving the duct. It is usually happens
during unexpected engine transients.
Combustion Instability Only used to be a problem with conventional combustors at
very low engine powers. The phenomenon was called
“rumble”.
Catalytic Combustion A process in which a combustible compound and oxygen
react on the surface of a catalyst, leading to complete
oxidation of the compound. This process takes flame without
a flame and at much lower temperatures than those
associated with conventional flame combustion.
Preburner Carries the machine load at operating points where the
conditions in the catalytic reactor are outside of the catalyst
operating window.
Main Fuel Injector This unit is designed to deliver a fuel-air mixture to the
catalyst that is uniform in composition, temperature, and
velocity.
Vanadium Originates as a metallic compound in crude oil and is
concentrated by the distillation process into heavy oil
fractions.
Heating of a Fuel Affects the overall size of the fuel system.
Cleanliness of the Fuel Must be monitored if the fuel is naturally “dirty” or can pick
up contaminants during transportation. Concerns
particulates that can be strained out and is not concerned
with soluble contaminants.
Corrosion by the Fuel Usually occurs in the hot section of the engine, either in the
combustor or the turbine blading. It is related to the amounts
of certain heavy metals in the fuel.
Deposition and Fouling Can occur in the fuel system and in the hot section of the
turbine.
Deposition Rates Depend on the amounts of certain compounds contained in
the fuel.
Cleanliness Is a measure of the water and sediment and the particulate
content.
Carbon Residue Is found by burning a fuel sample and weighing the amount
of carbon left. It shows the tendency of a fuel to deposit
carbon on the fuel nozzles and combustion liner.
Pour Point The lowest temperature at which a fuel can be poured by
gravitational action.
Viscosity Related to the pressure loss in pipe flow. It is a measure of
the resistance to flow and is important in the design of fuel
pumping systems.
Ash Content of Liquid Fuels Is important in connection with cleanliness, corrosion, and
deposition characteristics of fuel.
Ash Is the material remaining after combustion.
Vaporized Fuel Oil Gas Produced by mixing superheated steam with oil and then
vaporizing the oil to provide a gas whose properties and
heating value are close to natural gas.
Flash Point Is the temperature at which vapors begin combustion. It is
the maximum temperature at which a fuel can be handled
safely.
Specific Gravity The weight of the fuel in relation to water.
Sulfur Content Is important in connection with emission concerns and in
connection with the alkali metals present in the ash.
Luminosity The amount of chemical energy in the fuel that is released as
thermal radiation.
Volatility Refers to the weight of a fuel, light or heavy.
Centrifugal Fuel-Cleaning Process consists of mixing 5 – 10% water with the oil plus
an emulsion breaker to aid the separation of water and oil.
Tracer A pipe or tube attached to pipe being traced, and a warm
fluid is put through it. It is placed under the insulation.
Steam Tracing Is the most common type of industrial pipe tracing.
Electric Tracing System Consists of an electric heater placed against the pipe under
the thermal insulation, the supply of electricity to the tracer,
and any control or monitoring system that may be used
(optional).
Atmospheric Tank Applies to any tank that is designed to be used within plus
or minus a few pounds per square foot of atmospheric
pressure.
Elevated Tanks These can supply a large flow when required, but pump
capacities need be only for average flow. They also provide
flow after pump failure, an important consideration for fire
systems.
Open Tanks These may be used to store materials that will not be harmed
by water, weather, or atmospheric pollution.
Floating Roof Tanks These tanks have a seal between the roof and the tank shell.