Aircraft fitted with afterburner systems for increased thrust have been observed to have NOx emissions with a higher proportion of nitrogen dioxide (NO2) than non-augmented aircraft. These emissions are generally characterised by a brown plume and has implications for aircraft visibility and stealth as well as environmental considerations. This paper describes the CFD modelling of NOx emissions from a modern afterburner system with particular emphasis on the formation of nitric oxide (NO) and the subsequent conversion of NO to NO2.

A commercial CFD code, was used to solve a three dimensional model of a “burn then mix” afterburner system under investigation. A post processor package has been developed and was used to calculate both NO and NO2 concentrations. Four reheat settings were investigated; minimum, 25%, 50% and maximum reheat. For all conditions investigated the bulk of NOx emission was found in the core, stemming from the vitiated combustor air flow. NOx was also formed in the bypass stream, the production zone was found to be close to the fuel sprayers and flame stabiliser at minimum reheat, but moved downstream towards the exit nozzle as reheat power was increased. The model showed that for all the conditions under investigation, over 90% of the NOx produced in the reheat system was formed via the thermal-NO route.

The model has been compared with centre-line traverse data measured at the exit nozzle of the engine on a sea level static test bed. The predicted NOx emissions agreed quantitatively with the experimental measurements to within ± 5%.

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