Gas turbine engines for aircraft applications are complex machines requiring advanced technology drawing from the disciplines of fluid mechanics, heat transfer, combustion, materials science, mechanical design, and manufacturing engineering. In the very early days of gas turbines, the combustor module was frequently the most challenging. Although the capability of the industry to design combustors has greatly improved, challenges still remain in the design of the combustor, and further innovations are required to reduce carbon emissions. Many companies in the aviation industry committed to a pathway to carbon-neutral growth and aspire to carbon-free future in 2008. Additionally, airframers have aggressive goals to reduce carbon dioxide emissions by 50% by 2050 compared to those in 2005. Achieving these goals require technology advancements in all aspects of the aviation industry including airframers, engine manufactures fuel providers, and all the associated supply chains. The focus of this chapter is the influence of one module of the aircraft engine – the combustor.

The global push for economy-wide decarbonization is fueling intense interest in the potential of hydrogen as a zero-carbon resource. Long coveted as a fuel of the future, hydrogen already is being used in a variety of applications to cut carbon emissions across the globe. This chapter details a case study from Mitsubishi Power in use of hydrogen in gas turbines to produce electricity. Currently, Mitsubishi Power’s largest and most advanced gas turbines make use of a dry low-NOx (DLN) combustion system that allows operation with up to 30% hydrogen in baseline configuration. Going forward, increasing the use of hydrogen as a percentage of a power station’s fuel mix – from a mixture of around 30% hydrogen all the way up to 100% hydrogen as an energy source – requires the need for innovative equipment modifications, such as a multi-cluster combustor.

The global push for economy-wide decarbonization is fueling intense interest in the potential of hydrogen as a zero-carbon resource. Long coveted as a fuel of the future, hydrogen already is being used in a variety of applications to cut carbon emissions across the globe. This chapter details a case study from Mitsubishi Power in use of hydrogen in gas turbines to produce electricity. Currently, Mitsubishi Power’s largest and most advanced gas turbines make use of a dry low-NOx (DLN) combustion system that allows operation with up to 30% hydrogen in baseline configuration. Going forward, increasing the use of hydrogen as a percentage of a power station’s fuel mix – from a mixture of around 30% hydrogen all the way up to 100% hydrogen as an energy source – requires the need for innovative equipment modifications, such as a multi-cluster combustor.

Gas turbine engines for aircraft applications are complex machines requiring advanced technology drawing from the disciplines of fluid mechanics, heat transfer, combustion, materials science, mechanical design, and manufacturing engineering. In the very early days of gas turbines, the combustor module was frequently the most challenging. Although the capability of the industry to design combustors has greatly improved, challenges still remain in the design of the combustor, and further innovations are required to reduce carbon emissions. Many companies in the aviation industry committed to a pathway to carbon-neutral growth and aspire to carbon-free future in 2008. Additionally, airframers have aggressive goals to reduce carbon dioxide emissions by 50% by 2050 compared to those in 2005. Achieving these goals require technology advancements in all aspects of the aviation industry including airframers, engine manufactures fuel providers, and all the associated supply chains. The focus of this chapter is the influence of one module of the aircraft engine – the combustor.