Autoignition of fuels

An autoignition test section and a premixing fuel injector developed to determine the autoignition characteristics of a variety of aircraft fuels are described. Parametric tests to map the ignition delay characteristics of Jet-A fuel were conducted at pressures of 10, 15, 20, 25, and 30 atm, inlet air temperatures up to 900K and fuel-air equivalence ratios of 0.3, 0.5, 0.7, and 1.0. Residence times in the range of 1 to 50 msec were obtained by interchanging spool pieces to create six different mixer/vaporizer lengths (6, 23, 53, 84, 99, and 130 cm) and by testing at two different airflow rates (0.5 and 1.0 kg/sec). The resulting free-stream velocities were in the range 20 to 100 m/sec. As expected, the results indicate that the ignition delay times decrease with increasing air temperature and pressure. Also, the data show that, for lean mixtures, ignition delay times decrease with increasing equivalence ratios

Autoignition characteristics of no. 2 diesel fuel

Parametric tests to map the ignition delay characteristics were conducted at pressures of 3, 4, and 5 atm, inlet air temperatures up to 1150 K and fuel air equivalence ratios ranging from 0.2 to 1.0. Ignition delay times in the range of 6 msec to 60 msec at freestream flow velocities ranging from 10 m/sec to 40 m/sec were obtained. The ignition delay times appeared to correlate with the inverse of pressure and the inverse exponent of temperature

Deposit formation in hydrocarbon rocket fuels

An experimental program was conducted to study deposit formation in hydrocarbon fuels under flow conditions that exist in high-pressure, rocket engine cooling systems. A high pressure fuel coking test apparatus was designed and developed and was used to evaluate thermal decomposition (coking) limits and carbon deposition rates in heated copper tubes for two hydrocarbon rocket fuels, RP-1 and commercial-grade propane. Tests were also conducted using JP-7 and chemically-pure propane as being representative of more refined cuts of the baseline fuels. A parametric evaluation of fuel thermal stability was performed at pressures of 136 atm to 340 atm, bulk fuel velocities in the range 6 to 30 m/sec, and tube wall temperatures in the range 422 to 811 K. Results indicated that substantial deposit formation occurs with RP-1 fuel at wall temperatures between 600 and 800 K, with peak deposit formation occurring near 700 K. No improvements were obtained when deoxygenated JP-7 fuel was substituted for RP-1. The carbon deposition rates for the propane fuels were generally higher than those obtained for either of the kerosene fuels at any given wall temperature. There appeared to be little difference between commercial-grade and chemically-pure propane with regard to type and quantity of deposit. Results of tests conducted with RP-1 indicated that the rate of deposit formation increased slightly with pressure over the range 136 atm to 340 atm. Finally, lating the inside wall of the tubes with nickel was found to significantly reduce carbon deposition rates for RP-1 fuel

Deposit formation and heat transfer in hydrocarbon rocket fuels

An experimental research program was undertaken to investigate the thermal stability and heat transfer characteristics of several hydrocarbon fuels under conditions that simulate high-pressure, rocket engine cooling systems. The rates of carbon deposition in heated copper and nickel-plated copper tubes were determined for RP-1, propane, and natural gas using a continuous flow test apparatus which permitted independent variation and evaluation of the effect on deposit formation of wall temperature, fuel pressure, and fuel velocity. In addition, the effects of fuel additives and contaminants, cryogenic fuel temperatures, and extended duration testing with intermittent operation were examined. Parametric tests to map the thermal stability characteristics of RP-1, commercial-grade propane, and natural gas were conducted at pressures of 6.9 to 13.8 MPa, bulk fuel velocities of 30 to 90 m/s, and tube wall temperatures in the range of 230 to 810 K. Also, tests were run in which propane and natural gas fuels were chilled to 230 and 160 K, respectively. Corrosion of the copper tube surface was detected for all fuels tested. Plating the inside of the copper tubes with nickel reduced deposit formation and eliminated tube corrosion in most cases. The lowest rates of carbon deposition were obtained for natural gas, and the highest rates were obtained for propane. For all fuels tested, the forced-convection heat transfer film coefficients were satisfactorily correlated using a Nusselt-Reynolds-Prandtl number equation

Towards 2000: A Tougher Future for Australian Business?

The paper reports on the future business environment expected by top level Australian executives. It forecasts environmental changes to the year 2000 and updates projections reported in an earlier study. Specifically, top managers from 171 of Australia\u27s largest 500 corporations provide their views concerning world ecology, the economy, technology and political-social developments. Their perceptions are then linked to specific competitive strategies that are evoked by the long-range forecast which they expect

Autoignition characteristics of aircraft-type fuels

The ignition delay characteristics of Jet A, JP 4, no. 2 diesel, cetane and an experimental referee broad specification (ERBS) fuel in air at inlet temperatures up to 1000 K, pressures of 10, 15, 20, 25 and 30 atm, and fuel air equivalence ratios of 0.3, 0.5, 0.7 and 1.0 were mapped. Ignition delay times in the range of 1 to 50 msec at freestream flow velocities ranging from 20 to 100 m/sec were obtained using a continuous flow test apparatus which permitted independent variation and evaluation of the effect of temperature, pressure, flow rate, and fuel/air ratio. The ignition delay times for all fuels tested appeared to correlate with the inverse of pressure and the inverse exponent of temperature. With the exception of pure cetane, which had the shortest ignition delay times, the differences between the fuels tested did not appear to be significant. The apparent global activation energies for the typical gas turbine fuels ranged from 38 to 40 kcal/mole, while the activation energy determined for cetane was 50 kcal/mole. In addition, the data indicate that for lean mixtures, ignition delay times decrease with increasing equivalence ratio. It was also noted that physical (apparatus dependent) phenomena, such as mixing (i.e., length and number of injection sites) and airstream cooling (due to fuel heating, vaporization and convective heat loss) can have an important effect on the ignition delay

Deposit formation in hydrocarbon rocket fuels: Executive summary

An experimental program was conducted to study deposit formation in hydrocarbon fuels under flow conditions that exist in high-pressure, rocket engine cooling systems. A high pressure fuel coking test apparatus was designed and developed and was used to evaluate thermal decomposition (coking) limits and carbon deposition rates in heated copper tubes for two hydrocarbon rocket fuels, RP-1 and commercial-grade propane. Tests were also conducted using JP-7 and chemically-pure propane as being representative of more refined cuts of the baseline fuels. A parametric evaluation of fuel thermal stability was performed at pressures of 136 atm to 340 atm, bulk fuel velocities in the range 6 to 30 m/sec, and tube wall temperatures in the range 422 to 811K. In addition, the effect of the inside wall material on deposit formation was evaluated in selected tests which were conducted using nickel-plated tubes. The results of the tests indicated that substantial deposit formation occurs with RP-1 fuel at wall temperatures between 600 and 800K, with peak deposit formation occurring near 700K. No improvements were obtained when de-oxygenated JP-7 fuel was substituted for RP-1. The carbon deposition rates for the propane fuels were generally higher than those obtained for either of the kerosene fuels at any given wall temperature. There appeared to be little difference between commercial-grade and chemically-pure propane with regard to type and quantity of deposit. The results of tests conducted with RP-1 indicated that the rate of deposit formation increased slightly with pressure over the range 136 atm to 340 atm. Finally, plating the inside wall of the tubes with nickel was found to significantly reduce carbon deposition rates for RP-1 fuel

Are the therapeutic strategies in anorexia of ageing effective on nutritional status? A systematic review with meta-analysis

BACKGROUND: Anorexia of ageing (AA) may be considered as a risk factor for frailty and has an important impact on quality of life, morbidity and mortality. METHODS: A systematic review and a meta-analysis were performed to summarise the results from several trials on the effectiveness of treatments in AA, as associated with depression, sensory impairment of taste and smell, decreased appetite or early satiety, and disability. Eligible studies were required to report baseline and follow-up values, the mean change (∆-change) from baseline, and/or the mean difference among intervention groups versus control group, concerning food intake (kcal/daily) and/or nutritional outcomes, such as body weight, body mass index, albumin and Mini Nutritional Assessment. RESULTS: The systematic review included 20 papers based on different therapeutic approaches concerning food intake and/or nutritional outcomes. The results of the meta-analysis indicate that the interventions for AA have an important impact on body weight [+1.59 kg; 95% confidence interval (CI) = 1.48-+1.71 kg; P < 0.001) and on energy intake (+56.09 kcal; 95% CI = -54.05 to +166.25 kcal; P = 0.32). Regarding secondary outcomes, it was not possible to meta-analyse the limited amount of data availab le. CONCLUSIONS: The different variants of AA need to be defined because diverse therapeutic approaches are available. A more precise definition of the functional impairments associated with AA may allow a more correct decision about the most appropriate therapy to be prescribed. Moreover, this may allow for a more effective performance of the different therapeutic approaches once they are better targeted to the different scenarios of AA

Performance assessment of Adiabatic Compressed Air Energy Storage (A-CAES) power plants integrated with packed-bed thermocline storage systems

Among energy storage technologies, compressed air energy storage (CAES) systems have undergone a real development since the 70s, although only two large-size commercial plants are operating worldwide. CAES systems allow very large energy storage to be performed, accumulating compressed air to be used for electrical energy generation. In recent years, A-CAES (Adiabatic Compressed Air Energy Storage) plants have had an important role. This technology allows the storage of the thermal energy released during air compression to be used for heating the compressed air during electricity generation, avoiding the consumption of fossil fuels. The main objective of this paper is to propose an innovative system solution for large-size A-CAES plants. The proposed configuration is characterized by: (i) a compression train based on two axial compressors constantly operating at design conditions and a centrifugal compressor fully devoted to managing the pressure variation, (ii) a thermocline thermal energy storage (TES) system based on a packed bed of solid material located between the low-pressure and high-pressure compressors, (iii) an expansion train based on a high-pressure radial turbine and a low-pressure axial turbine. TES performance was evaluated with integration with the A-CAES plant through a dedicated numerical simulation model. Operating modes for managing the high-pressure and low-pressure turbines through air throttling and high-pressure turbine bypassing were also studied. Finally, an in-depth analysis of the off-design behaviour of the different A-CAES components was carried out. Globally the A-CAES round trip efficiency exceeds 0.7â0.75