Municipal solid wastes in Tripoli are the residues from the daily consumption of population and made of food residues, yard residues, plastic bags, papers, textile, leather, rubber, wood, tin/aluminum cans, iron, glass, sand/dirt etc. One strategy of Municipal solid waste management is refuse derived fuel (RDF) It is designed to divert combustible fractions from municipal solid wastes (MSW) to produce fuel and then to be used as substitution or supplementary energy. In this regard, RDF utilization can be considered as CDM and conforms to Kyoto Protocol. In this study Dulong formula is used to calculate higher heating value and lower Heating Value of Refuse derived fuel (RDF).The results of HHV and LHV are obtained. The higher heating value, HHV=8.530628MJ/Kg, and the lower heating value, 8.00MJ/Kg respectively for Tripoli Municipal Solid Waste based on data obtained from Sidi Assayeh landfill in 2015.

Combustion systems are the least amenable of all gas turbine components to analyze. Among the literature overview made, it was realized that even though significant steps have been made in improving the combustor design procedure via the use of computational fluid dynamics, much of the design process still relies upon empirically derived rules. These rules include the calculation procedure of the required airflow rate by each zone of the combustion chamber to attain a suitable gas temperature, high values of combustion efficiency, low concentrations of pollutant species together with the determination of liner geometry that matches the chamber required performance goals with the constraints imposed by the engine dimensions [1,2,3, and 4]. The main target of this research work is to identify the proper procedure to distribute a predetermined airflow rate in annular type combustor and to generalize an effective calculation method that formulate and solve the problems in as much simplified and accurate manner as possible. The combustor dimensions and airflow rates in each zone is found in reference [5] and shown in Figure 1. It is designed with central vaporizing unit to deliver 516.3 KW of power with a geometrical constraint of 142 mm & 140 mm overall length and casing diameter, respectively, while the airflow rate is 0.8 kg/sec and the fuel flow rate is 0.012 kg/sec [5, 6].

Using natural gas as a fuel for internal combustion engine (spark ignition) results in reduction of pollutant emission such as NOx, HC, CO and SOOT if compared with conventional hydrocarbon fuel in addition the high-octane number of natural gas allows an increase of compression ratio in spark ignition engine and consequently improves their efficiency.

In this paper an extension of the model presented by Ferguson [1], is applied using FORTRAN language. A comprehensive performance data is presented for equivalence ratios, compression ratios, and engine speed. The contributions were to develop and validate a computer code simulation for 4-stroke cycle SI engine by using different fuel and compare the results with previous experimental studies. The results of the computer code are in very good agreement with the experimental studies under various conditions.

Experiments showed that a compression ratio of 12:1 is a reasonable value for a compressed-natural-gas direct-injection engine to obtain a better thermal efficiency without a large penalty of emissions.

The main objective of the paper is to analyze the performance of axial flow compressors and to generate a systematic design approach which enables to design subsonic flow ones. In order to investigate the validity of this approach, the LP axial flow compressor of the RR Spey MK511 turbofan engine is taken as an example. The design calculations were based on thermodynamics, gas dynamics, fluid mechanics and empirical relations. The flow is assumed to be of two-dimensional compressible type with constant axial and rotor blade velocities with a free-vortex swirl distribution. Design calculations include

thermodynamic properties of the working fluid, number of compressor performance parameters such as, stage temperature rise and number, flow and blade angles (blade twist), velocity triangles and relative inlet Mach number at rotor blades tips as well as blades tip and hub diameters. A repeated calculation is made to determine these parameters along compressor stages. The variation of velocity whirl components, air and blade angles, deflection and degree of reaction from root to tip of the blades were also determined. The twist of the blades along the blade length is set according to the recommended values in order to obtain smooth blade twist profile.

The importance of flow measurement in the industry has grown in the past 50 year, not just because it was widespread use for accounting purposes, such as custody transfer of fluid from supplier to customers, but also because of its application in manufacturing processes [1,2, and 3], Examples of the industrial involvement in flow measurement includes food and beverage, oil and gas industry, medical, petrochemical, power generation and water distribution, etc. In the research laboratory, advanced flow measurements are providing new insights into a wide range of engineering flow problems in hydrodynamics such as wave impact loading on coastal defenses, beach erosion) combustion such as low Nox burners in IC engines, aerodynamics such as wind turbine optimization and performance prediction) to list but a few [4,5], The aim of this work is to generate an awareness and understanding of the range of contemporary flow measurement techniques available with the emphasis on devices and techniques with wide application in engineering. Focus is devoted to cheap meters with reasonable accuracy; the differential pressure flow meters that all infer the flow rate from a pressure drop across a restriction in the pipe. An orifice plate meter is designed to measure the required flow rate to cool a nuclear reactor at design point is 20 Kg/sec. Meter operation at off design conditions; 5 and 30 Kg/sec minimum and maximum flow rates with maximum allowable orifice pressure drop of 200 KPa were investigated and finalizes the design process.

Current and future applications of small gas turbine engines annular type combustors have requirements presenting difficult disputes to the combustor designer. Reduced cost and fuel consumption and improved durability and reliability as well as higher temperatures and pressures for such application are forecast. Coupled with these performance requirements; irrespective of the engine size; is the demand to control the pollutant emissions, namely the oxides of nitrogen, carbon monoxide, smoke and unburned hydrocarbons. These technical and environmental challenges have made the design of small size combustion system a very hard task. Thus, the main target of this work is to generalize a calculation method of annular type combustors for small gas turbine engines that enables to understand the fundamental concepts of the coupled processes and to identify the proper procedure that formulate and solve the problems in combustion fields in as much simplified and accurate manner as possible. The combustion chamber in task is designed with central vaporizing unit and to deliver 516.3 KW of power. The geometrical constraints are 142 mm & 140 mm overall length and casing diameter, respectively, while the airflow rate is 0.8 kg/sec and the fuel flow rate is 0.012 kg/sec. The relevant design equations are programmed by using MathCAD language for ease and speed up of the calculation process.

Numerical simulations have been carried out for highly under-expanded jet from an accidental release of high-pressure hydrogen–oxygen mixture into the atmospheric pressure by using KIVA-3V software. The original KIVA-3V [1] solves 3-D unsteady transport equations of a turbulent, and the chemically reactive mixture of gases. The gas phase solution procedure is based on a finite volume method called ALE (Arbitrary Lagrangian-Eulerian) method. A shock structure from the under-expansion is numerically resolved in a small computational domain above the jet exit. In this paper the investigate of a high pressure jet (30 MPa) of hydrogen-oxygen mixture by using a directed numerical simulation have been conducted. A small hole of 2 mm is assumed to be opened on the wall of a tank and a chocked mixture is injected to air. The autoigniton of pressurized hydrogen-oxygen mixture was predicted to first take place downstream of the Mach dick as the mixture heated to self-ignition temperature. Such knowledge is valuable for studying the ignition characteristics of high-pressure hydrogen jets in the safety context.

Experiments were performed to investigate the diffusion ignition process that occurs when hot inert gas (Argon or Nitrogen) is injected into the stoichiometric propane-oxygen mixture at the test section. Detonation wave initiated by spark plug in the driver section in stoichiometric acetylene-oxygen mixture at P = 0.5 bar and room temperature, propagates as incident shock wave in the driven section through inert gas after bursting the diaphragm separating the sections. At the end of driver section the inert gas is heated behind the reflected shock wave and then injected into the test section with the stoichiometric propane-oxygen mixture through the hole of 8 or 11.2 mm in diameter. The results of experiments indicate that ignition occurs when the static enthalpy of injected mass of inert gas exceeds some critical value. The induction time and the adiabatic temperature after reaction of mixed inert gas and Propane-oxygen mixture were determined with the use of CHEMKIN II software [1] for different values of mixing volume ratio.

Experiments were performed to investigate the diffusion ignition process that occurs when hot inert gas (argon or nitrogen) is injected into the stoichiometric hydrogen-oxygen mixture at the test section. Detonation wave initiated by spark plug in the driver section in stoichiometric acetylene-oxygen mixture at P = 0.5 MPa and room temperature, propagates as incident shock wave in the driven section through inert gas after bursting the diaphragm separating the sections. At the end wall of driver section the inert gas is heated behind the reflected shock wave and then injected into the test section with the stoichiometric hydrogen-oxygen mixture through the hole 8 mm in diameter. An increase of the initial pressure of the combustible mixture in the test section from 0.2 to 0.6 MPa resulted in decrease of the minimum temperature of injected gas causing ignition from 1650 K to 850 K. At the same time the induction time for ignition process has increased from 190 to 320 s when hot argon was injected. For the injection of hot nitrogen an increase of the initial pressure of the combustible mixture from 0.2 to 0.4 MPa resulted in decrease of the minimum temperature of injected inert gas giving ignition from 1150 K to 850 K, and in increase of the induction time from 170 to 240 s. The results of experiments indicate that ignition occurs when the static enthalpy of injected mass of inert gas exceeds some critical value. The mechanism of ignition process was also studied by schlieren photography.

This paper concerns the adequacy of existing detailed reaction mechanisms for use in computer simulations of combustion systems with injection of gaseous fuels such as hydrogen, and methane. Shock tube induction time data are compiled from the literature and compared to thermodynamic conditions of gas combustion systems to establish validation limits. Existing detailed reaction mechanisms are then used in constant-volume explosion simulations for validation against the shock tube data. A quantitative measure of mechanism accuracy is obtained from the validation study results, and deficiencies in the experimental data and reaction mechanisms are highlighted.