This paper reports the results of a series of tests designed to determine the melting and subsequent deposition behavior of volcanic ash cloud materials in modern gas turbine engine combustors and high-pressure turbine vanes. The specific materials tested were Mt. St. Helens ash and a soil blend containing volcanic ash (black scoria) from Twin Mountain, NM. Hot section test systems were built using actual engine combustors, fuel nozzles, ignitors, and high-pressure turbine vanes from an Allison T56 engine can-type combustor and a more modern Pratt and Whitney F-100 engine annular-type combustor. A rather large turbine inlet temperature range can be achieved using these two combustors. The deposition behavior of volcanic materials as well as some of the parameters that govern whether or not these volcanic ash materials melt and are subsequently deposited are discussed.
Results are reported for a technology program designed to determine the behavior of gas turbine engines when operating in particle-laden clouds. There are several ways that such clouds may be created, i.e., explosive volcanic eruption, sand storm, military conflict, etc. The response of several different engines, among them the Pratt & Whitney JT3D turbofan, the Pratt & Whitney J57 turbojet, a Pratt & Whitney engine of the JT9 vintage, and an engine of the General Electric CF6 vintage has been determined. The particular damage mode that will be dominant when an engine experiences a dust cloud depends upon the particular engine (the turbine inlet temperature at which the engine is operating when it encounters the dust cloud), the concentration of foreign material in the cloud, and the constituents of the foreign material (the respective melting temperature of the various constituents). Further, the rate at which engine damage will occur depends upon all of the factors given above, and the damage is cumulative with continued exposure. An important part of the Calspan effort has been to identify environmental warning signs and to determine which of the engine parameters available for monitoring by the flight crew can provide an early indication of impending difficulty. On the basis of current knowledge, if one knows the location of a particle-laden cloud, then that region should be avoided. However, if the cloud location is unknown, which is generally the case, then it is important to know how to recognize when an encounter has occurred and to understand how to operate safely, which is another part of the Calspan effort.
This paper reports the results of a series of tests designed to determine the melting and subsequent deposition behavior of volcanic ash cloud materials in modern gas turbine engine combustors and high pressure turbine vanes. The specific materials tested were Mt. St. Helens ash and a soil blend containing volcanic ash (black scoria) from Twin Mountain, New Mexico. Hot section test systems were built using actual engine combustors, fuel nozzles, ignitors, and high pressure turbine vanes from an Allison T56 engine can-type combustor and a more modern Pratt and Whitney F-100 engine annular-type combustor. A rather large turbine inlet temperature range can be achieved using these two combustors. The deposition behavior of volcanic materials as well as some of the parameters that govern whether or not these volcanic ash materials melt and subsequently deposit are discussed.
Results are reported for a technology program designed to determine the behavior of gas turbine engines when operating in particle-laden clouds. There are several ways that such clouds may be created, i.e., explosive volcanic eruption, sand storm, military conflict, etc. The response of several different engines, among them the Pratt & Whitney JT3D turbofan, the Pratt & Whitney J57 turbojet, a Pratt & Whitney engine of the JT9 vintage, and an engine of the General Electric CF6 vintage has been determined. The particular damage mode that will be dominant when an engine experiences a dust cloud depends upon the particular engine (the turbine inlet temperature at which the engine is operating when it encounters the dust cloud), the concentration of foreign material in the cloud, and the constituents of the foreign material (the respective melting temperature of the various constituents). Further, the rate at which engine damage will occur depends upon all of the factors given above and the damage is cumulative with continued exposure. An important part of the Calspan effort has been to identify environmental warning signs and to determine which of the engine parameters available for monitoring by the flight crew can provide an early indication of impending difficulty. On the basis of current knowledge, if one knows the location of a particle-laden cloud, then that region should be avoided. However, if the cloud location is unknown, which is generally the case, then it is important to know how to recognize when an encounter has occurred and to understand how to safely operate, which is another part of the Calspan effort.
Engine controller data have been interrogated for indications of incipient surge for three turbofan engines; a large Pratt and Whitney, a large General Electric, and a small Williams International. Versions of these engines are currently operating in the field and all have compression ratios of 18 or greater. The Pratt and Whitney engine was surged only at full power while the other two were surged at partial power and at full power. The interest in this work was in detecting the presence of warning signatures for a current inventory of engines. A constraint was imposed on the experiments to use only existing engine instrumentation. The frequency response of the controller and the engine instrumentation limited the high frequency detection capability to about 100 Hz for the large engines and about 200 Hz for the small engine, For the large engines, it was not possible to detect a surge warning but for the small engine a sufficient warning of incipient surge was detected.
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