VOL. 4, NO. 5, SEPT.-OCT. 1980 J.

ENERGY 223
ARTICLE NO. 80-4106

Fuel Character Effects on J79 and

F101 Engine Combustor Emissions
C.C. Gleason*
General Electric Company, Cincinnati, Ohio
and
J.A. Martonet
U. S. Air Force Engineering and Services Center, TyndallAir Force Base, Fla.

Results of a program to determine the effects of fuel properties on the pollutant emissions of two U.S. Air
Force aircraft gas turbine engines are presented. Thirteen test fuels, including baseline JP-4 and JP-8, were
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evaluated in a cannular (J79) and a full-annular (F101) combustor. The principal fuel variables were hydrogen
content, aromatic structure, volatility, and distillation end point. Data analysis shows that fuel hydrogen content
is a key fuel property, particularly with respect to high-power emissions (oxides of nitrogen and smoke), and that
low-power emissions (carbon monoxide and hydrocarbons) are more dependent on fuel atomization and
evaporation characteristics.

Introduction Analyses of the experimental test results were conducted to

A S a result of the current and projected fuel situation, the
U.S. Air Force has established an Aviation Turbine Fuel
Technology Program to determine the properties of an
aviation turbine fuel which will result in adequate fuel
availability, minimize the total cost of aircraft system
operation, and avoid sacrifices in engine performance, flight
safety, or environmental impact. Engine, air frame, logistic,
and fuel processing data are being acquired to develop these
specifications. As part of these efforts, the General Electric
Company has completed two contractual programs to
evaluate the effects of possible future fuel property variations
on the performance, pollutant emission, and durability
characteristics of the J79 and F101 engine combustion
systems.1'2 The durability results are summarized in the
preceding paper in this Journal.% Pollutant emissions data
acquired in the same test series are summarized in this paper.
1) correlate the performance and emission parameters with
combustor operating conditions; 2) correct, as appropriate,
the measured rig data to true standard-day engine conditions;
and 3) correlate the corrected data with appropriate fuel
properties. The details of these procedures are described in
Refs. land2.
Results and Discussion
Tables 1 and 2 summarize the emissions results for the J79
and the F101 combustion systems. The emission indices and
smoke numbers appearing in these tables are corrected, as
appropriate, to approximate the actual engine emission levels
at true standard-day conditions. In general, the results are
well ordered and consistent 5 with published data insofar as
comparisons could be made.

Experimental Methods CO and HC Emissions

Descriptions of the engine combustion systems, test fuels, Carbon monoxide (CO) and unburned hydrocarbons (HC)
test rigs, and test procedures are presented in another paper. J are both products of incomplete combustion, and therefore,
Smoke measurements and SAE smoke number calculations are generally highest at low-power operating conditions (idle
were made using test equipment and procedures which fully and cruise). The data reflect the strong effect of combustor
conformed to SAE ARP 1179.3 The gaseous emissions (CO, inlet temperature and pressure on combustion reaction rates,
CO2, HC, and NO X ) were analyzed and recorded on-line with and hence their effect on CO and HC emission levels.
procedures and instrumentation consistent with SAE ARP
1256.4 Before and after each test run, the gas analysis in-
strumentation was fully calibrated with certified gases; and
periodically during a test, zero and span checks were made.
Instrument readings are recorded on strip charts for later
calculation of fuel/air ratio and emission indices (grams of
pollutant/kilogram of fuel burned) using equations contained 60
O JP-4
in ARP 1256.4 n JP-8
A DIESEL NO. 2
TAILS: MONOCYCLIC AROMATIC BLENDS
40
Presented as Paper 80-GT-70 at the ASME Gas Turbine Conference
and Products Show, New Orleans, La., March 10-13, 1980; submitted
April 23, 1980, revision received July 21, 1980. Copyright ©
American Institute of Aeronautics and Astronautics, Inc., 1980. All 20
rights reserved.
Index categories: Alternate Fuels; Combustion and Combustor
Designs; Environmental Effects.
'Senior Engineer, Alternate Fuels Technology, Aircraft Engine 0
Group. Member AIAA. 11 12 13 14 15
fCaptain, U.S. Air Force; Air Quality Research Engineer, En- FUEL HYDROGEN CONTENT, WEIGHT PERCENT
vironics Division. Fig.l Effect of fuel hydrogen content on CO emission levels for J79
JSee pp. 216-222. combustor.
 224 C.C. GLEASON AND J.A. MARTONE J. ENERGY

Table I Summary of emission results for J79 combustor

Engine Condition
Idle Cruise
a a a c
C0, HC, N0x, » CO, HC, NOX,
Fuel No. g/kgb g/kg g/kg SNd g/kg g/kg g/kg SN
1 68.2 23.6 2.44 17.1 16.5 0.5 4.29 41.4
1 (repeat) 63.8 22.6 2.70 14.0 14.2 0.5 4.71 37.8
2 73.2 20.4 2.82 28.5 17.3 2.4 4.81 50.1
3 71.2 25.3 2.79 24.1 15.8 0.5 4.86 47.6
4 72.4 15.1 2.73 51.1 18.9 1.0 4.95 77.3
5 73.4 23.6 2.98 38.2 16.1 0.5 5.08 61.6
6 72.6 22.6 2.44 56.0 21.5 0.8 4.69 78.8
7 75.5 33.9 2.47 51.3 18.5 2.2 4.41 69.9
8 75.9 35.1 1.96 52.4 20.5 — 4.28 76.6
9 69.7 30.5 2.22 43.5 18.0 2.6 4.42 71.6
10 66.2 22.4 2.72 58.7 17.7 1.9 4.70 77.3
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11 63.4 26.8 2.31 43.8 15.1 2.2 4.51 68.3

12 57.0 17.3 2.41 27.4 13.7 1.5 4.44 53.2
13 68.0 15.5 2.62 40.9 17.0 1.5 4.78 61.2

Takeoff Dash
CO, HC, NOX, CO, HC, NOX,
Fuel No g/kg g/kg g/kg SN g/kg g/kg g/kg SN
1 5.7 0.1 10.10 55.2 2.4 0.1 16.79 36.0
1 (repeat) 4.8 0.1 11.01 51.5 2.6 0.1 18.28 33.6
2 5.8 2.4 11.07 61.8 2.9 0 18.28 38.0
3 4.2 0.1 11.32 53.1 2.2 0 18.76 33.3
4 4.8 0.6 11.89 75.8 2.5 0.1 19.88 51.8
5 4.7 0 11.67 66.9 2.6 0 19.26 40.2
6 8.2 0.3 11.76 72.1 3.2 0.1 19.91 44.4
7 3.6 0.9 10.50 85.6 1.5 0.3 17.52 59.2
8 3.4 1.8 11.54 88.9 1.7 0.4 19.92 74.6
9 3.7 1.5 11.32 73.1 1.9 0.4 19.27 75.2
10 4.5 1.2 10.91 67.1 3.7 0.4 18.06 80.0
11 3.1 1.2 11.43 62.7 1.6 0.4 19.40 47.5
12 4.3 1.1 10.80 63.9 2.7 0.5 18.13 47.1
13 3.0 0.5 11.52 69.4 1.5 0.1 19.29 51.1
a
Measured in accordance with ARP 1256.9 b Grams of pollutant per kilogram of fuel burned. 0 Corrected to true standard-day engine
operating conditions and an ambient humidity of 6.3 g fr^O/l kg dry air. Smoke number (SN), measured in accordance with ARP 1179 and
corrected to engine exit fuel/air ratio.

90

Fig. 2 Effect of fuel evaporation and

atomization on CO emissions, J79 and
F101 idle condition.

450 500 550 600350 400 450 500 0.9 1.1 1.3 1.5
FUEL 90% RECOVERY TEMPERATURE, K FUEL 10% RECOVERY TEMPERATURE. K RELATIVE SPRAY DROPLET SIZE
(ASTM D86) (ASTM D86) (CALCULATED, JP-4=1)

For the J79 at takeoff and dash operating conditions, HC
and CO levels are very low and virtually independent of any
fuel property. The same is true for the F101 combustor at
cruise, takeoff, and dash. At J79 cruise conditions, CO levels
decrease somewhat with fuel hydrogen content (Fig. 1), but no
other fuel property effects (aromatic types or base fuel) are
evident. At J79 idle, a similar fuel hydrogen effect is indicated
(Fig. 1), but other fuel property effects are seen. The lowest
idle CO levels are obtained with the JP-4/monocyclic
aromatic fuel blend, suggesting that at these combustor
operating conditions fuel evaporation and/or atomization
characteristics may be more important than hydrogen con-
tent. Similar trends were noted in the F101 idle CO data.
In Fig. 2, the idle CO data for both combustors are plotted
without regard to hydrogen content, against three different
evapor ation/atomization indicators:
1) 90% recovery temperature, as measured by the ASTM
D86 fuel distillation test method.
 SEPT.-OCT. 1980 FUEL CHARACTER EFFECTS ON COMBUSTOR EMISSIONS 225

Table 2 Summary of emission results for F101 combustor

Engine Condition

Idle Cruise
C0,a HC,a NOx,a'c CO, HC, NO X ,
Fuel No? g/kg b g/kg g/kg SNd g/kg g/kg g/kg SN
1 28.7 1.68 2.89 0.2 2.0 0.1 8.88 1.4
2 29.9 1.59 3.36 0.2 2.3 0 9.38 1.6
3 30.6 1.83 3.33 0.1 2.2 0.1 9.15 2.0
4 34.6 1.85 4.52 1.4 2.4 0 10.85 3.0
5 31.8 2.23 4.34 1.0 2.6 0 10.33 2.0
6 32.9 1.82 3.83 1.4 2.3 0 10.38 2.9
7 34.1 2.73 3.51 1.2 2.3 0 9.68 2.6
8 29.1 1.03 4.19 1.1 2.5 0 10.41 2.7
9 25.2 0.88 3.54 0.7 2.4 0 9.41 1.8
10 30.1 1.11 3.65 0.8 2.3 0 10.26 2.1
11 28.9 0.96 3.51 0.8 2.2 0 9.54 2.1
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12 26.5 0.90 3.50 0.6 2.1 0 9.07 2.1

13 36.3 2.65 3.62 0.7 2.2 0 9.50 2.3

Takeoff Dash
CO, HC, NO X , CO, HC, NO X ,
Fuel No g/kg g/kg g/kg SNe g/kg g/kg g/kg SNe
1 0.5 0 25.94 2.6 0.3 0 30.55 2.8
2 0.7 0 26.52 3.0 0.4 0 31.15 3.3
3 0.5 0 25.71 3.9 0.4 0 30.17 4.2
4 0.5 0 28.87 4.7 0.3 0 33.73 5.0
5 0.5 0 27.40 3.0 0.4 0 32.00 3.2
6 0.5 0 29.02 4.4 0.3 0 34.05 4.7
7 0.7 0 27.24 4.2 0.4 0 31.98 4.4
8 0.6 0 28.11 4.3 0.4 0 32.88 4.6
9 0.6 0 27.13 3.0 0.4 0 31.91 3.2
10 0.6 0 29.09 3.4 0.3 0 34.17 3.6
11 0.5 0 26.73 3.9 0.3 0 31.37 3.6
12 0.4 0 24.93 3.6 0.3 0 29.21 3.9
13 0.5 0 26.25 3.9 0.3 0 30.77 4.2

Measured in accordance with ARP 1256. Grams of pollutant per kilogram of fuel burned. c Corrected to true standard-day engine
operating conditions and an ambient humidity of 6.3 g/H 2 /O/lkg dry air. d Smoke number (SN), measured in accordance with ARP1179 8
and corrected to engine exit fuel/air ratio. e Takeoff and dash data corrected to engine combustor inlet conditions.

50
2) 10% recovery temperature (same test method). tUEL ' ' ' ' ' '-
3) Relative spray droplet size, calculated from appropriate NO.
Sauter mean diameter correlations,6'7 which are normalized 'o 1 /
o
to the baseline JP-4 fuel using measured surface tension, o 3 8
"
density and viscosity for each fuel. A 4 )yo
k 5 9^
The correlation of CO levels with 90% recovery tem- E 10
~d 6 / :

perature is poor for both combustors; it is somewhat better - 0 7 /

Fig. 3 Variation of HC emission • <? 8 /
with 10% recovery temperature and best with relative spray " Cj 9 8
droplet size, particularly for the F101 combustor. The F101 levels with CO emissions, F101 "0 10 jb
combustor is also more sensitive to spray droplet size. combustor idle condition. - A 11 CTA
O 12
While HC emission levels generally followed the same ' 0 13 ^
f
trends as CO emissions, they were more sensitive to com- O
bustor operating conditions and exhibited more variability. :
For the F101, HC emissions at cruise, takeoff, and dash were O -
essentially zero for all fuels; and at idle conditions a very 0.5 ,'D , , , , . , , -
strong correlation between HC and CO levels was found, 10 20 50 100
independent of fuel type (Fig. 3). CO EMISSION INDEX, g/kg

NOX Emissions
Oxides of nitrogen (NOX) form from oxidation of nitrogen
which originated either in the air or in the fuel. However, all
the fuels used in this program contained negligible amounts of
bound nitrogen; therefore, the discussion is applicable only to
"thermal" NOX production.
Since thermal NOX is an equilibrium product of high-
temperature combustion, emission levels are highest at high-
power operating conditions. For the J79 combustor at idle
and cruise, virtually no properties effect was evident; at the
high-power operating conditions, NOX levels decreased with
increasing fuel hydrogen content. For the F101 combustor,
NOX levels correlated very well with fuel hydrogen content
and appeared to be independent of other fuel properties in all
engine operating conditions (Fig. 4). This dependence on fuel
hydrogen content can be predicted, qualitatively at least, from
the fact that flame temperature is dependent on fuel
hydrogen-to-carbon ratio, and that NOX formation rates are
in turn dependent on flame temperature.
Smoke Emissions
Smoke formation in gas turbine combustors is not totally
understood; however, smoke levels generally increase with
 226 C.C. GLEASON AND J.A. MARTONE J. ENERGY

40

O JP-4
D JP-
S» 30
A DIESEL NO. 2 O
x" TAILS: MONOCYCLIC AROMATIC BLENDS
I

g 20 - D JP-8
A DIESEL NO. 2

CRUISE-

0
11 12 13 14 15
FUEL HYDROGEN CONTENT, WEIGHT PERCENT
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Fig. 4 Effect of fuel hydrogen content on NOX emission levels for

F101 combustor.

1UU 11 12 13 14 15
IDLE CRUISE
FUEL HYDROGEN CONTENT, WEIGHT PERCENT
80
Fig. 6 Effect of fuel hydrogen content on smoke emission levels for
60 F101 combustor.
BASE FUEL \
^x5 O JP-4
40 D JP-8
N " A DIESEL NO. 2 power emissions (CO and HC) appear more dependent on fuel
20 hTAILS: MONOCYCLIC
X
8\ AROMATIC BLENDS atomization and evaporation characteristics. Within the range
0 i tested, neither the aromatic type (monocyclic or dicyclic) nor
final boiling point produced any significant effect on com-
100 'DASH
TA'KEOFF bustion characteristics.
^° D
80 The data show that the variations in gaseous emission levels
with fuel properties are generally small except at idle, where
60
- °r""^<D^- CO and HC may be as much as a third higher due to poorer
atomization and longer evaporation times. The data further
40 - show that the major fuel sensitivity is in the smoke emission
levels of older technology engines, such as the J79, which
20 -
exhibits a high sensitivity to hydrogen content. Newer
0 i i i technology engines, such as the F101, appear to be much more
12 13 14 15 11 12 13 14 15
11
tolerant to fuel hydrogen content, at least from a smoke
FUEL HYDROGEN CONTENT, WEIGHT PERCENT
emission standpoint.
Fig. 5 Effect of fuel hydrogen content on smoke emission levels for
J79 combustor. Acknowledgments
This paper summarizes work supported by the Air Force
Aero Propulsion Laboratory (AFAPL) and the Air Force
combustor pressure and are greatest at high-power operating Engineering and Services Center (AFESC). The authors wish
conditions. For both combustor types, good correlations to thank the AFAPL project officer, Thomas A. Jackson, for
between SAE smoke number (SN) and fuel hydrogen content his technical and managerial contributions.
were evident at each combustor operating condition (Figs. 5
and 6); but no effect of any other fuel property (volatility or
aromatic type) was indicated. With the use of JP-4 fuel, the References
J79 smoke levels are high by current standards, and are very Reason, C.C., et al., "Evaluation of Fuel Character Effects on
sensitive to hydrogen content. By contrast, the F101 levels are the J79 Engine Combustion System," AFAPL-TR-79-2015, June
very low with JP-4 and are very insensitive to hydrogen 1979.
2
content. Gleason, C.C., et al., "Evaluation of Fuel Character Effects on
the F101 Engine Combustion System," AFAPL-TR-79-2018, June
1979.
Assessment of Results 3
"Aircraft Gas Turbine Engine Smoke Measurement," SAE
The data and analysis presented provide a summary of the Aerospace Recommended Practice 1179,1970.
4
effects of fuel property variations on the emission charac- "Procedure for the Continuous Sampling and Measurement of
teristics of the J79 and F101 combustion systems based on Gaseous Emissions from Aircraft Turbine Engines," SAE Aerospace
single-cannular (J79) and full-annular (F101) combustor rig Recommended Practice 1256,1971.
5
tests. The results are a valuable addition to the USAF data Souza, A.F. and Daley, P.S., "US Air Force Turbine Engine
Emission Survey—Volume I, Test Summaries," CEEDO-TR-78-34,
base for assessing the air quality impact of future aviation Aug. 1978.
turbine fuels. Because these are all rig results, however, some 6
Jasuja, A.K., "Atomization of Crude and Residual Fuel Oils,"
direct verification by engine tests is needed. ASME Paper 78-GT-83, 1978.
The data show that fuel hydrogen content is a key fuel 7
Rizkalla, A.A. and Lefebvre, A.H., "Influence of Liquid
property, particularly with respect to high-power emissions Properties on Air blast Atomizer Spray Characteristics," ASME
(smoke and, to a lesser extent, NOX). On the other hand, low- Paper 74-GT-l, 1974.