As this happened, the likelihood of auto-ignition increased even further.

In some cases auto-ignition occurs and no ignition source is required.

The JP-6 fuel was encased in nitrogen to prevent auto-ignition at high temperatures.

The common definition of this process is known as auto-ignition which is another form of fire gas ignition.

For perhaps two seconds, nothing happened, except the continued chatter of the auto-ignition and the unwinding of the altimeter.

This safety feature, often termed auto-ignition, helps to ensure that such temperatures do not cause an explosion of the entire airbag module.

Auto-ignition of engine oil droplets.

As the piston travels upward, a compression ratio of 10:1 in a normally aspirated engine will most likely not start auto-ignition.

High-cetane fuel auto-ignites easily; lower-cetane fuels, such as gasoline, require higher temperatures and pressures before auto-ignition.

When auto-ignition occurs too early or with too much chemical energy, combustion is too fast and high in-cylinder pressures can destroy an engine.

Other improvements to the standard airplane airframe included an auto-ignition system, automatic starter disengage for simplified starting procedures and a larger windshield.

Propellants in storage should be periodically tested on the remaining amount of stabilizer, as its depletion may lead to auto-ignition of the propellant.

Auto-ignition temperatures (dust)

With both air and fuel in a closed cylinder, compressing the mixture too much poses the danger of auto-ignition - or behaving like a diesel engine.

The dieseling phenomenon occurs not because the compression ratio is sufficient to cause auto-ignition of the fuel, but a hot spot inside the cylinder starts combustion.

When auto-ignition occurs (before the piston reaches the top of its travel) the up-rising piston is then attempting to squeeze the rapidly expanding (exploding) fuel charge.

The KIVA models have been used to understand combustion chemistry processes, such as auto-ignition of fuels, and to optimize diesel engines for high efficiency and low emissions.

Homogeneous charge compression ignition (HCCI) is a form of internal combustion in which well-mixed fuel and oxidizer (typically air) are compressed to the point of auto-ignition.

Higher octane fuel delays the time required for auto-ignition at a given temperature and pressure, reducing knock; so by burning the fuel charge faster, two flame fronts can decrease an engine's octane requirement.

This is known as auto-ignition or dieseling, and the air/fuel mixture starts to burn due to the high temperature of the compressed gas, and/or the presence of hot metal in the combustion chamber.

When running in auto-ignition mode the timing of the start of the burn is controlled by the operating state of the engine, rather than directly as in a spark ignition or diesel engine.

The goal is to continuously proportion the fresh charge and the hot exhaust gas so that smooth auto-ignition is always achieved at the ideal time, as the piston nears the highest point of its travel in the cylinder.

However, the presence of energetic free radicals during decomposition, particularly in hot gases or mists, can cause auto-ignition to occur at a lower temperature than would otherwise be normal for a similar chemical structure without the peroxy functional group.

Open flame should never be used to melt the propellant, and the mix should always be heated in an oil bath, never over direct heat, to avoid hot spots causing auto-ignition or caramelization and degradation of the propellant.

A fuel with a higher octane rating is less prone to auto-ignition and can withstand a greater rise in temperature during the compression stroke of an internal combustion engine without auto-igniting, thus allowing more power to be extracted from the Otto-Cycle.

One way to increase power is to use fuels with different autoignition properties.

Consequently, diesel fuel must have a high flash point and a low autoignition temperature.

Therefore, 2-methylhexane has a lower autoignition temperature and flash point when compared to heptane.

The book's title refers to the temperature that Bradbury understood to be the autoignition point of book paper.

Oxyhydrogen will combust when brought to its autoignition temperature.

Two different fuels, with different autoignition properties, can be used to lower the combustion speed.

Specifically, the danger of autoignition is present as the stabilizer ages and becomes depleted.

Whereas charcoal's autoignition temperature is relatively low, carbon's is much greater.

The fires result from autoignition of sulfur-rich lignite deposits.

These fires result from either heating the oil to its autoignition point or by oil splattering onto the heat source.

Autoignition occurs when the temperature of the fuel/air mixture becomes too high before it is ignited by the flame front.

The surface of a high pressure steam pipe may be above the autoignition temperature of some fuel/air mixtures.

The results strongly indicate the inadequacy of the commonly accepted autoignition theory of knock.

Usually this does not increase much because of the possibility of autoignition, or "knock", which places an upper limit on the compression ratio.

CS, being highly flammable and having one of the lowest autoignition temperatures, cannot be transported easily using commercial means.

When measured for plastics, autoignition temperature can also be measured under elevated pressure and at 100% oxygen concentration.

For a stoichiometric mixture at normal atmospheric pressure, autoignition occurs at about 570 C (1065 F).

In HCCI engines, the autoignition event is highly sensitive to temperature.

The reduced engine speeds allow more time for autoignition chemistry to complete thus promoting the possibility of pre-ignition and so called "mega-knock".

The higher the octane rating, the more resistant the fuel is to autoignition under high pressures, which allows for a higher compression ratio.

For instance, most flammable substances are characterised by an autoignition temperature at which they will undergo combustion in air without an external flame or spark.

Autoignition temperature:

This process also heats the methane above its autoignition temperature so that when it "burps" the hot methane ignites.

Upon reaching the threshold temperature (autoignition temperature) the combustion process begins, with the release of heat sufficient to ignite the nearest areas.

Autoignition Temperature of 100 Common Organic Chemical Compounds.