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4. Autoignition and Mixing. A great deal of development work on the TAPS system has centered on the main fuel injection and mixer design. Improving mixing and reducing autoignition risk is the key to reduced NOx and operation at higher pressure ratios. The current design has autoigntion margin and is partially premixed but continued development can lead to additional improvements. 5. Fuel Nozzle durability. The TAPS fuel nozzle is a key component of this lean burn system. It provides the rich burn pilot fuel injection for low power and the lean burn main stage fuel injection for high power. The thermal design protects the aft face of the nozzle from the combustor radiative heat load and the fuel circuits maintain temperature levels that minimize carbon build up even during fuel staged operation. The fuel nozzle is in a very challenging environment that will get tougher with higher pressure ratio engines. Continued develop in cooling and thermal protection is key to increase the durability of this component. 6. Cruise Efficiency. Lean burn combustors just optimized for the ICAO landing and take-off cycle can tend to roll off on efficiency at the lower fuel air ratio cruise conditions. The TAPS II product design will balance high cruise combustor efficiency and good LTO NOx levels. In addition to the technology development listed above, PM measurement on baseline rich burn and TAPS combustion systems could be worked in follow on efforts. The PM data was originally planned for this program, but measurement techniques were not in place. Future programs could build the PM database and show the advantages of lean burn technology. Any of these items are potential elements for a future CLEEN combustor technology development program. Page 22PDF Image | TAPS II Combustor Final Report
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