Combustion properties test

The problem of flame arrestment, either of deflagrations or detonations, depends on the properties of the gas mixture involved plus the initial temperature and pressure. Gas mixture combustion properties cannot be quantified for direc t use in flame arrester selection and only general charac teristics can be assigned. For this reason, flame arrester performance must be demonstrated by realistic testing. Such... 

VFO works well in gas turbines. In a nine-month test program, the combustion properties of VFO were studied in a combustion test module. A gas turbine was also operated on VFO. The tests were conducted to study the combustion characteristics of VFO, the erosive and corrosive effects of VFO, and the operation of a gas turbine on VFO. The combustion tests were conducted on a combustion test module built from a GE Frame 5 combustion can and liner. The gas turbine tests were conducted on a Ford model 707 industrial gas turbine. Both the combustion module and gas turbine were used in the erosion and corrosion evaluation. The combustion tests showed the VFO to match natural gas in flame patterns, temperature profile, and flame color. The operation of the gas turbine revealed that the gas turbine not only operated well on VFO, but its performance was improved. The turbine inlet temperature was lower at a given output with VFO than with either natural gas or diesel fuel. This phenomenon is due to the increase in exhaust mass flow provided by the addition of steam in the diesel for the vaporization process. Following the tests, a thorough inspection was made of materials in the combustion module and on the gas turbine, which came into contact with the vaporized fuel or with the combustion gas. The inspection revealed no harmful effects on any of the components due to the use of VFO. 

Catalytic Combustion Properties of M-substituted Hexaaluminates - Most of the catalytic studies performed over hexaaluminate materials deal with the combustion of CH4 as the main component of natural gas, i.e., the typical fuel of gas turbines. Arai and co-workers were the first to investigate the CH4 combustion activity of BaMAlnOjg with M=Cr, Mn, Fe, Co, Ni prepared via the alkoxide route.5 Activity tests were performed over powder catalysts using a conventional quartz microreactor fed with a diluted CH4-air mixture (1% CH4) at high-space velocity (GHSV=48000 h 1). The results are summarized in Table 3 in terms of T10% (i.e., the temperature required to achieve 10% conversion). 

Am. Soc. Testing Materials, Philadelphia, A STM Designation E 69-50, Standard Method of Test for Combustible Properties of Treated Wood by the Fire-Tube Apparatus. 

The thermal combustion properties measured in the test are related to the flammability characteristics of the material.5155 For example, the heat release temperature from method A approximates the surface temperature at ignition (Section 14.3.2.1). The net calorific value from method B approximates the net heat of combustion measured in an oxygen bomb calorimeter. 

The second section is a somewhat detailed discussion of twenty-two (22) foam properties tested by standard test methods. In most cases only one or a few methods are listed and discussed, but, in the case of combustion properties a total of thirteen (13) methods are considered. This emphasis was made partly because of the considerable attention given to this important subject in recent years. 

Combustion properties of interest in cellular plastics and elastomers include ease of ignition (ignitibility), support of combustion (oxygen index), relative extent and time of burning, surface flammability, flame read, smoke evolution properties, and rate of beat release. The following test methods are either concerned solely with cellular plastics, m are used for both cellular and solid plastics. 

The low-density products manufactured in the SMDS process are predominantly paraffinic and free from impurities such as nitrogen and sulphur. Both the kerosine and gas oil have excellent combustion properties (smoke point and cetane number), and their cold-flow characteristics meet all relevant specifications - even the stringent freezing point requirements of aviation turbine kerosine. They also make excellent blending components for upgrading low-quality stock that would otherwise have to be used in fuel oil. The excellent quality of the products was proved in extensive engine tests. 

Once the physical prototype is created, it can be subjected to tests and evaluated under some or all aspects of the application environment. Mechanical, chemical, microstructural, electrical, visual, frictional, and combustive properties are usually relevant in some combination. Testing may also be divided into two categories simiflation testing in the laboratory, and service testing where the prototype is placed in actual use. 

The best source of known samples of rubbers is to purchase labelled O rings, as one of these will last for quite a long time if carefully used in the burning tests. Natural rubber has quite a distinctive odour when burned everyone must know the smell of burning rubber, it is easily possible to distinguish between this and nitrile or neoprene for instance. Fluoro and silicone elastomers likewise have their own characteristic combustion properties. 

The carbon residue is a measure of the carbon compounds left in a fuel after the volatile components have vaporized. Two different carbon residue tests are used, one for light distillates, and one for heavier fuels. For the light fuels, 90% of the fuel is vaporized, and the carbon residue is found in the remaining 10%. For heavier fuels, since the carbon residue is large, 100% of the sample can be used. These tests give a rough approximation of the tendency to form carbon deposits in the combustion system. The metallic compounds present in the ash are related to the corrosion properties of the fuel. 

Because of safety concerns, all combustible and/or toxic gases must be used in outdoor test loops or in a special indoor test building with the required safety monitoring equipment. The gas cost factor makes the problem even more difficult. The problem of known gas properties adds another complication. Despite all the negative aspects just mentioned, most performance tests are closed-loop tested. 

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