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System uncertainty due to thermo-fluid modelling Konstantinos G. Kyprianidis polynomials should be used. High values of FAR will also increase deviations since the mixture tends to move further away for the original dry air composi- tion; for FAR = 0 all deviations will be zero. Isobaric heat capacities for combustion products of various fuels are compared in Fig. 4.8. As expected, using Jet-A tables for estimating the caloric properties of JP-4, JP-5, and Diesel combustion productions will yield results with rela- tively small and perhaps acceptable - errors that are within the same order of magnitude as the uncertainty of the ideal-gas assumption [183]. One should note however, that these errors are systematic and will essentially stack on top of the existing uncertainty in the system. For accurate gas turbine performance calcu- lations sources of systematic errors such as these should be removed. Especially, for combustion products of natural gas, where deviations in isobaric heat capac- ity compared to Jet-A can be as much as 4%, dedicated tables or polynomials should definitely be used. 4.7 Uncertainty at component level 4.7.1 Flow area calculations At each station of the engine the working fluid can be fully defined by a unique set of twelve fluid-thermodynamic parameters. A typical fluid model for an engine performance code comprises of thermodynamic functions to calculate the unknown local flow properties, at any point (inlet, outlet or intermediate) of any gas turbine component provided one of a set of twelve compatible input options is satisfied. In this section the behavior of one of such functions has been studied with respect to dissociation. The inputs used were mass flow rate, total temperature, total pressure, FAR, and Mach number. This type of input would typically be used during design point performance calculations for calculating the effective flow area at a given engine station. The effects of dissociation in calculating the total to static pressure ratio and velocity are highly sensitive to total temperature and Mach number, as illustrated in Fig. 4.9. For high total temperatures, the discrepancy in pressure ratio can be as much as 2% for sonic conditions, and well over 4% for supersonic conditions. Similarly, the discrepancy in velocity can be as much as 2% for low subsonic 94PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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