Summary The NexGen (Sonic) burner is the new burner developed by the Federal Aviation Administration, FAA, to replace old oil burners used for the required fire certification tests on power plant‐related materials, as it provides the capability to control both air and fuel flow rates. During a fire test, the burner is supposed to simulate a certain fire condition, so the flame properties should be robust and repeatable. The NexGen burner can achieve this due to the precise fuel and air controls. However, the current calibration criterion (ISO2685:1998 and AC20‐135) may not be good enough to ensure consistent flame properties. In the presented work, the sensitivity of the burner performance to air and fuel flow rate, as measured by the temperature and heat flux for calibration purposes, was studied. Additionally, the influence of the turbulator and the thermocouple size used for flame calibration was also studied. The impact of varying fuel/air ratio and thermocouple sizes was studied by conducting fire tests on aluminum samples, to show the inadequacies in the current calibration standards.

In this experimental work, a series of tests have been conducted to further study the aerodynamics of linearly-arranged 5-swirler arrays, using Laser Doppler Velocimetry (LDV). Two major parameters have been investigated for the 5-swirler arrays in this work, including the inter-swirler spacing, and the end wall distance. An additional effect of dome recession was studied for a single swirler in order to provide some insight into the results for the 5-swirler arrays. The 5-swirler arrays with an inter-swirler spacing of 1.75D, 2D, 2.5D, and 2.75D were studied, where D is the diameter of swirler exit. For the inter-swirler spacing of 1.75D or 2D, the center swirler is shown to have a weak, large center toroidal recirculation zone (CTRZ). The swirlers next to the center swirlers have strong, compact CTRZs whereas the outer swirlers have weak, large CTRZs. Thus, starting from the center swirler, the CTRZs exhibit a large – small – large pattern in either direction. For the swirler spacing of 2.5D or 2.75D, the trend is reversed, with a strong CTRZ for the center swirler and a small – large – small CTRZ pattern. The end wall distances of 0.75D, 1D, 1.25D, and 2D cases were studied. The end wall distances are seen to affect the strength of each CTRZ and the corner swirling flow pattern, though the bulk flow structure did not change significantly. The dome recession shows a clear impact on the expansion of swirling flow generated by a single swirler. As the dome recession distance increases, the expansion angle of the swirling jet reduces significantly for the unconfined cases. A phenomenological description is discussed to understand the reason for the periodically alternating CTRZ pattern observed in the experimental results of the 5-swirler arrays.

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An experimental study has been conducted to examine the effect of chamber length on the aerodynamic characteristics of an enclosed, non-reacting, swirling, flow field. The swirling flow was generated by a counter-rotating radial-radial swirler consisting of an inner, primary swirler generating counter-clockwise rotation and an outer, secondary swirler generating clockwise rotation. The enclosures used were square cross-section chambers of differing lengths. The internal cross section of all chambers was 50.8 mm × 50.8 mm (2 inch × 2 inch). 3 different lengths of chamber used for the tests were 76.2 mm (3″), 101.6 mm (4″), and 152.4 mm (6″) respectively. A nozzle was used at the downstream end of the enclosure to ensure the absence of reverse flow back to test chamber and to simulate the area reduction in typical combustor. The nozzle reduced the cross-section area from 50.8 mm × 50.8 mm (2″ × 2″) to 22.2 mm × 22.2 mm (0.875″ × 0.875″) via 45° slope. A two-component laser doppler velocimetry (LDV) system was used to measure the velocities in the flow fields. The chamber length has been observed to have a clear influence on the mean and turbulent velocity profile near the exit of swirler. However, this effect is not as evident further downstream in the flow field. For the short chamber length, higher values of axial and tangential velocities were observed in the swirling jet due to the proximity of the downstream nozzle to the swirler. For this chamber length, higher turbulence intensities were observed in the swirling jet and inside center toroidal recirculation zone. The magnitudes of the swirling jet velocity and the turbulence intensities decreased with an increase in the chamber length. Two counter-rotating flows could merge more complete in the exit of swirler with the chamber length decreasing.

The occurrence of combustion instability dynamics known, as “screech, howl and growl,” in the combustors of gas turbine engines is a very difficult challenge for engineers. The very high amplitude pressure oscillations caused by combustion dynamics, are not only detrimental to the operation of the engine and combustor, but the difficulty in predicting and remedying these problems can lead to significant costs and delays in engine development. The coupling of the unsteady heat release in the flame with the natural acoustic resonance modes of the combustor duct causes the phenomena of combustion dynamics. To improve our understanding of stability characteristics in such complex systems, encountered in many industrial applications, the flame structure of an atmospheric swirl-stabilized burner, containing dilution and cooling air holes and fed with natural gas fuel, was systematically investigated for various inlet temperatures, pressure drops and air-fuel ratios. Experiments were also designed and conducted with the goal to understand better the phenomena of combustion dynamics that were experienced. More specifically, six acoustic pressure transducers were incorporated in the combustor and in the upstream duct to measure the acoustic field and the acoustic impedance characteristics at specified locations of interest. A one-dimensional wave propagation model is presented to predict the acoustic frequencies and damping of resonance modes, based on the geometry of the test rig, the flow conditions, and the acoustic impedance characteristics of the terminations of the combustor. This paper will present the acoustic analysis of the test data in the light of the above-mentioned theoretical modeling. The limitations of the current test rig are pointed out and changes in the rig design are discussed for future research.