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There is provided a method for improving the combustion efficiency of a combustor of a gas turbine engine powering an aircraft. The method comprises selectively using two distinct fuel injection units or a combination thereof for spraying fuel in a combustion chamber of the combustor of the gas turb

There is provided a method for improving the combustion efficiency of a combustor of a gas turbine engine powering an aircraft. The method comprises selectively using two distinct fuel injection units or a combination thereof for spraying fuel in a combustion chamber of the combustor of the gas turbine engine. A first one of the two distinct fuel injection units is selected and optimized for high power demands, whereas a second one of the two distinct fuel injection units is selected and optimized for low power level demands. In operation, the fuel flow ratio between the two distinct injection units is controlled as a function of the power level demand.

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1. A method of operating a combustor of a gas turbine engine powering an aircraft, comprising: selectively using a rotary fuel slinger, a set of fuel nozzles or a combination thereof for spraying fuel in a combustion chamber of the combustor of the gas turbine engine, the combustion chamber having f

1. A method of operating a combustor of a gas turbine engine powering an aircraft, comprising: selectively using a rotary fuel slinger, a set of fuel nozzles or a combination thereof for spraying fuel in a combustion chamber of the combustor of the gas turbine engine, the combustion chamber having first and second combustion zones separated by a constricted area, the rotary fuel slinger disposed to spray into the first combustion zone, the set of fuel nozzles disposed to spray into the second combustion zone in a direction aiming at an exit of the combustion chamber, the rotary fuel slinger being optimized for high power demands, whereas the fuel nozzles are optimized for low power level demands, and controlling a fuel flow ratio between said fuel nozzles and said rotary fuel slinger as a function of the power level demand, including exclusively using the fuel nozzles during start-up and injecting fuel from the fuel nozzles toward the exit of the combustion chamber during start-up. 2. The method defined in claim 1, wherein start-up includes ground and flight idle. 3. The method defined in claim 1, wherein the fuel flow through the fuel nozzles at start-up is about 20% to about 35% of the take-off fuel flow. 4. The method defined in claim 1, wherein the rotary fuel slinger starts injecting fuel into the combustion chamber during a ground idle to take-off acceleration phase. 5. The method defined in claim 4, wherein nozzle fuel flow is reduced to zero during the ground idle to take-off acceleration phase. 6. The method defined in claim 5, wherein fuel flow through the nozzles remains at substantially zero during climb and cruise phases. 7. The method defined in claim 5, comprising exclusively using the rotary fuel slinger during flight. 8. The method defined in claim 7, wherein at a descent approach of the aircraft, the fuel flow is switched back to the fuel nozzles. 9. The method defined in claim 1, wherein about 10% of the fuel required during flight is provided by the fuel nozzles, the remaining portion being provided by the rotary fuel slinger. 10. The method defined in claim 1, wherein during flight, a major portion of the fuel is atomized through the rotary fuel slinger. 11. The method defined in claim 1, wherein at cruise power level, fuel is co-injected via the rotary fuel slinger and the fuel nozzles. 12. A method of operating a combustor of a gas turbine engine powering an aircraft, comprising: selectively using a rotary fuel slinger, a set of fuel nozzles or a combination thereof for spraying fuel in a combustion chamber of the combustor of the gas turbine engine, the combustion chamber having first and second combustion zones separated by a constricted area, the rotary fuel slinger disposed to spray into the first combustion zone, the set of fuel nozzles disposed to spray into the second combustion zone in a direction aiming at an exit of the combustion chamber, the rotary fuel slinger being optimized for high power demands, whereas the fuel nozzles are optimized for low power level demands, and controlling a fuel flow ratio between said fuel nozzles and said rotary fuel slinger as a function of the power level demand, including shutting down the fuel nozzles and exclusively using the rotary fuel slinger at high-power demand, and injecting fuel from the fuel nozzles toward the exit of the combustor during low power level demands. 13. The method defined in claim 12, wherein high power demand includes: take-off, climb and cruise power levels. 14. The method defined in claim 12, comprising initiating fuel flow through the rotary fuel slinger during acceleration from ground idle to take-off. 15. The method defined in claim 12, wherein the rotary fuel slinger injects the fuel upstream of the fuel nozzles in the combustion chamber.