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Figure 4 Rich burn Combustion Process Programs to develop new low emission combustor concepts for aircraft engines have been underway since the mid-1970s. One of the first large aircraft engine emissions reduction programs was the NASA Experimental Clean combustor program, which sponsored early development of the Dual Annular Combustor (DAC) at GE. 9 After many years of intermittent development, the DAC entered service in the CFM56-5B and –7B engines in the mid-1990s. The DAC was designed with two stages: a pilot stage in the outer annulus of the burner, and a main stage in the inner annulus.10 Only the outer (pilot) stage was fueled during light-off and at low power. The pilot was designed with low airflow and low through-flow velocity to achieve good ignition and low CO and HC emissions. The main stage was designed with high airflow and high velocity to provide a lean flame with minimal time for NOx formation. Although the DAC flame was lean, the fuel and air were inserted through a conventional fuel nozzle and swirl cup, so it was not a premixed flame. An issue with the DAC was the combustor exit temperature profile could be non-uniform during the different staging conditions. 3.6 Twin Annular Premixing Swirler (TAPS) Combustor The TAPS combustor evolved based on lessons learned with fuel staging of the DAC, and also benefitted from extensive experience with Dry Low Emissions lean-premixing combustors in aero-derivative industrial gas turbines. 11 The TAPS combustor concept is a lean burn system where each fuel injector contains a center pilot and concentric outer main as shown in Figure 5. The central pilot tip is a rich burn configuration similar to traditional combustors. At starting and Page 11PDF Image | TAPS II Combustor Final Report
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