02 Dec 2025, 06:31 [ UTC - 5; DST ]
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Username Protected
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Post subject: Re: How does mixture work on a tpe331?  Posted: 18 Mar 2016, 08:13 |
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Joined: 11/07/11
Posts: 859
Post Likes: +484
Location: KBED, KCRE
Aircraft: Phenom 100
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Username Protected wrote: It's not a combustor can design issue. I think he was being facetious - meaning the blades will create a nice new can design when they explode. We had it happen to someone in MMOPA not too long ago when too much fuel was introduced... pretty amazing the technology "doesn't exist" to keep that from happening....it's pretty amazing I have an airplane built in 2013 with a condition lever...
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Username Protected
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Post subject: Re: How does mixture work on a tpe331? Posted: 18 Mar 2016, 22:14 |
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Joined: 11/30/10
Posts: 4404
Post Likes: +3978
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Username Protected wrote: It's not a combustor can design issue. I think he was being facetious - meaning the blades will create a nice new can design when they explode. We had it happen to someone in MMOPA not too long ago when too much fuel was introduced... pretty amazing the technology "doesn't exist" to keep that from happening....it's pretty amazing I have an airplane built in 2013 with a condition lever...
Sorry I dont check in more often.
No. I was hoping Mike c. would pick up on my comment re: combustor re-design to eliminate coking/smoking. It was a sore point for PW when they supplied the Eclipse.
The limits of combustion in ANY turbine, regardless of spool type(s) is the Lean Blow out and the Rich Blow out. Too little fuel, no heat, flame goes out. Too much fuel, not enough heat, flame goes out. (RBOs are more fun cuz the next light off is usually a visual one for the line crew)
The operational limits of N1, (N2 if any) EGT and TIT will dictate other fuel schedule limits ('rails;) for each engine. The actual Fuel to air ratio will vary widely but will centralize around the stoiciometric point if any of the above parameters will allow it. Why?...cuz thats the most efficient and its near the best power ratio and can be the hottest. (the most heat, Transfer, adiabatic expansion.....)
The holes in the combustor can and the combustor liner are for (a) primary combustion, (b) boundary layer cooling of the cans and (c) to create a homogeneous distribution of heat and subsequent rise in pressure. The arrangement of holes is called "The Constellation". No doubt by the first Combustion Engineer at a Xmas party who donned a combustor liner (they are laying all over the office, used as flower pots and lamp stands) and did a drunken Macarena dance. (BTDT) I think I see ORION!
I never heard of LOP/ROP until I bought a piston AC (a 210).....I then had to go to grammar school and learn all this new lingo.
Every Turbine is different. Each has a compressor map upon which all the T2P2 (M-dot air mass flow) vs fuel flow vs. N-speeds are calculated and driven until the limits are reached. For turboprops and turbo-shafts you add the complexity of torque limits and it all gets really messy.
Thank God for FADECs. You can upload a new fuel map in less time than it takes to redesign a combustor or to put one on your head. 
_________________
An Engineer's job is to say No. Until the check clears, then make a mountain from a molehill.
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