The performance is presented, and a description is given, of a simple pressure-gain combustor, without moving parts, which has been shown, during laboratory trials, to produce a stagnation pressure-gain across the combustor in excess of 5 percent at a combustor stagnation temperature of 3:1. It is also shown that the concept of the device appears to lend itself to development in such a way that it should be possible to incorporate successfully combustors based on the prototype in many gas turbines.

Fluid flow in an internal combustion engine presents one of the most challenging fluid dynamics problems to model. This is because the flow is associated with large density variations. So, a detailed understanding of the flow and combustion processes is required to improve performance and reduce emissions without compromising fuel economy. The simulation carried out in the present work to model DI diesel engine with bowl in piston for better understanding of the in cylinder gas motion with details of the combustion process that are essential in evaluating the effects of ingesting synthetic atmosphere on engine performance. This is needed for the course of developing a non-air recycle diesel with exhaust management system [1]. A simulation was carried out using computational fluid dynamics (CFD) code FLU-ENT. The turbulence and combustion processes are modeled with sufficient generality to include spray formation, delay period, chemical kinetics and on set of ignition. Results from the simulation compared well with that of experimental results. The model proved invaluable in obtaining details of the in cylinder flow patterns, combustion process and combustion species during the engine cycle. The results show that the model over predicting the maximum pressure peak by 6%, (p-θ), (p-v) diagrams for different engine loads are predicted. Also the study shows other engine parameters captured by the simulation such as engine emissions, fuel mass fraction, indicated gross work, ignition delay period and heat release rate.

The world has been concerned and worried about the depletion of the liquid oil fuel, besides new environmental rules are to be followed to reduce pollution hazards and global warming. The utilization of natural gas (as a near term fuel) and hydrogen (as long-term fuel) are receiving great attention, because they have less pollution effects. Since the aviation has a great deal in environmental pollution effects due to the cruise flight in the upper troposphere (supersonic aircraft) or in the lower stratosphere (subsonic aircraft) where most of the ozone concentrate, which helps in protecting the earth form ultra violet radiation. Therefore, the use of alternate fuel has a great attention in aviation. In the present study, the thrust specific fuel consumption and specific thrust for the aircraft during aircraft flight profile are predicted, when using aviation fuel and natural gas. The P&W JT9D –7R-turbofan jet engine is taken as a base line engine propelling the Boeing 747-200 aircraft as a base line aircraft with four engine nacelles mounted on wings. The model engine fuel-air cycle representation is carried out for design point calculations based on sea level static conditions and variable specific heats along engine components. The predicted engine performance results compared very well with the reported values by the manufacture. Predictions carried out using aviation fuel and natural gas show an increase in the specific thrust by 3% and decrease in the thrust specific fuel consumption by 14% and fuel to air ratio by 11%, when using natural gas.