Starting characteristics and combustion performance of magnesium slurry in 6.5-inch-diameter ram-jet engine mounted in connected-pipe facility Page: 4 of 26
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FUEL AND APPARATUS
Fuel. - The fuel contained equal parts by weight of magnesium powder
and a hydrocarbon fuel. An analysis of the hydrocarbon carrier, MIL-F-
5624A grade JP-4 fuel, is given in table I. Currently, only a limited
amount of small-particle-size magnesium is available; this material is
stored in drums and the purity of the powder varies from one drum to
another. In order to conserve the purer powder for preflight and flight
Testing, the powder used in this investigation was obtained from those
drums containing the greatest amount of impurities. This material was
made into two 200-pound batches of slurry and representative samples of
each batch were analyzed. In each case the purity of the powder was
measured at 93 *1 percent. Thus, the ratio of actual uncombined mag-
nesium to magnesium plus hydrocarbon was 0.48, the stoichiometric fuel-
air ratio was 0.1109, and the lower heat of combustion was 14,900 Btu
per pound of magnesium plus hydrocarbon. The slurry density including
impurities was measured at 1.05 grams per cubic centimeter, the same
value as computed for a 48-percent-pure magnesium slurry. The mean size
of the nearly spherical powder particles was 1.5 microns as determined with
a Fisher Sub-Seive Sizer. Because of the small powder size, the slurries
were stable (apparently homogeneous) for over 24 hours, and for this in-
g vestigation no stabilizing additives were required.
Fuel system and ram-jet installation. - A diagram of the fuel system
is shown in figure 1. Fuel was supplied to the engine from a 2-cubic foot
fuel tank pressurized with nitrogen. The rate of fuel flow was governed
by the flow-restricting orifice located upstream of the fuel injectors
and by the controlled fuel-tank pressure. The maximum fuel-tank pressure
was 260 pounds per square inch gage.
A diagram of the ram-Jet installation is also shown in figure 1.
The combustion air, from the laboratory air supply, was passed through a
tube-type heat exchanger, metered, and then throttled by a remotely con-
trolled butterfly valve. The combustor shell was cooled by diverting a
fixed portion (approx. 36 percent) of the combustion air through a 1/2-
inch annulus between the shell and a cooling jacket. The high external
pressure of the cooling air on the combustor necessitated the use of four
longitudinal reinforcement bars and a combustor shell thickness of 0.093
inch. The cooling air recombined with the main portion of the combustion
air in the inlet plenum and then entered the engine. A 3-foot-long shroud
was mounted on the ram-jet diffuser lip in an effort to obtain a flat
velocity profile at the entrance to the diffuser. The combustion products
were discharged into the atmosphere just outside the test cell.
Ram-jet engine. - A detailed description of the basic engine is pre-
sented in reference 3. A diagram of the engine, as modified for the pre-
sent investigation, is shown in figure 2. The diffuser-lip diameter was
4.42 inches. The inside diameter and the length of the Inconel combustor
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Gibbs, James B. Starting characteristics and combustion performance of magnesium slurry in 6.5-inch-diameter ram-jet engine mounted in connected-pipe facility, report, January 28, 1954; (digital.library.unt.edu/ark:/67531/metadc59416/m1/4/: accessed September 22, 2018), University of North Texas Libraries, Digital Library, digital.library.unt.edu; crediting UNT Libraries Government Documents Department.