EXHAUST EMISSIONS FROM WILLIAMS RESEARCH COR
PORATION  GAS TURBINE ENGINES

Williams Research Corporation
Walled Lake,  Michigan


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                                      Report No. WR-ER8
                     INTERIM REPORT
                 EXHAUST EMISSIONS FROM
              WILLIAMS RESEARCH CORPORATION
                   GAS TURBINE ENGINES
                           TO

      NATIONAL AIR POLLUTION CONTROL ADMINISTRATION
   CONSUMER PROTECTION AND ENVIRONMENTAL HEALTH SERVICE
                  PUBLIC HEALTH SERVICE
UNITED STATES DEPARTMENT OF HEALTH, EDUCATION, AND WELFARE
                          FROM

             WILLIAMS RESEARCH CORPORATION
                 2280 West Maple Road
              Walled Lake, Michigan 48088
                CONTRACT NO. CPA 22-69-84
                                        i


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                           Report  No.  WRrERS
          INTERIM REPORT
         EXHAUST EMISSIONS
               FROM
   WILLIAMS RESEARCH CORPORATION
        GAS TURBINE ENGINES
     CONTRACT NO. CPA 22-69-84
FROM:   18 June 1969

TO:     18 April 1970
                         H. B. Moore
PROJECT ENGINEER
CHIEF PROJECT ENGINEER

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              NOTICE



THIS DOCUMENT HAS BEEN REPRODUCED FROM



THE BEST COPY FURNISHED US BY THE SPONSORING



AGENCY.  ALTHOUGH IT IS  RECOGNIZED THAT CER-



TAIN PORTIONS ARE ILLEGIBLE,  IT IS BEING RE-



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                                         Report No. WR-ER8

                          FOREWORD

      This report, No. WR-ER8, entitled "Exhaust Emissions
from Williams Research Corporation Gas Turbine Engines," is
submitted as an interim report under Contract No. CPA 22-69-84,
Gas Turbine Engine Emissions, and covers the work between
18 June 1969 and 18 April 1970.  The work is continuing and
the results reported herein are tentative.
      The work upon which this publication is based was
performed pursuant to Contract No. CPA 22-69-84 with the
National Air Pollution Control Administration, Environmental
Health Service, Public Health Service, Department of Health,

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Report NO. WR-ER8









                          ABSTRACT







       The exhaust emissions of  several different models of



gas turbine engines under development or  in production at



•Williams Research Corporation were measured under contract



with the National Air Pollution  Control Administration.



       The emissions measured were carbon dioxide, carbon



monoxide, unburned hydrocarbons, and the  oxides of nitrogen.



The results are presented in a generalized form relating



emissions to fuel air ratio and  erigine power or thrust. -



       Techniques were developed to convey exhaust samples



from engines in test cells to analysis equipment located



elsewhere.  Measurements were also made of the emissions from



a gas turbine engine installed in a vehicle.  /' *

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                                       Report No.  WR-ER8
                    TABLE  OF CONTENTS
FOREWORD

ABSTRACT

TABLE OF CONTENTS

LIST OF ILLUSTRATIONS
                                         Page

                                           i

                                          ii

                                         iii

                                          iv
INTRODUCTION                                              1

DESCRIPTION OF  ENGINES                                    2

    WR24-6 Turbojet                                       2
    WR9-7 Auxiliary  Power  Unit                            3
    WR19 Turbofan                                         3
    131L Industrial  Engine                               3
    131Q vehicular Engine                                 4

SAMPLING EQUIPMENT                                        5

    Sampling Line Development                             5
    Sampling Probes                                       6

RESULTS                                                   8

    CO2 Summary                                          8
    Accuracy of Data                                     8
    Steady State Results                                 11
        a.  Concentration  vs. Equivalence Ratio          12
        b.  Emission Index vs. Specific Fuel Economy     13
        c.  Specific Emission vs. Engine Output          13
    Vehicle Tests                                        14
    Transient Measurements                              18

CONCLUSIONS                                              19

RECOMMENDATIONS                                         20

REFERENCES                                               21
APPENDIX A
APPENDIX B
APPENDIX C
APPENDIX D
Steady State Data Reduction
Vehicle Test Data Reduction
List of Equipment
Statistical Analysis of C02 Error

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Report No. WR-ER8


                   LIST OF ILLUSTRATIONS


Figure         Description

   1           WR24-6 Turbojet

   2           WR9-7 Auxiliary Power Unit

   3           WR19 Turbofan

   4           131L Industrial Engine

   5           Exhaust Sampling System Schematic

   6           Sampling Probes

   7           WR19 Sampling Probe System

   8           131Q Sampling Probe Installations

   9           WR2-6 Turbojet with Exhaust Sampling Probe

  10           WR9-7 APU with Exhaust Sampling Probe

  11           Heated Sampling Line with Oil System
                 Installed on WR9-7 APU

  12           Gas Analysis Equipment

  13           Emissions Measurement During Engine Operation
                 in Test Cell

  14           CX>2 Summary

  15           CO concentration vs. Equivalence Ratio,
                 131Q Engine

  16           CO Concentration vs. Equivalence Ratio,
                 131L,  WR24-6,  WR2-6, WR9-7 Engines

  17           CHX Concentration vs.  Equivalence Ratio,
                 131Q Engine

  18           CHX Concentration vs.  Equivalence Ratio,
                 131L,  WR24-6,  WR2-6, WR9-7 Engines

  19           NOX Concentration vs.  Equivalence Ratio,
                 131Q,  131L,  WR9-7, WR2-6 Engines

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                                            Report No. WR-ER8
                                        List of  Illustrations
Figure

  20


  21


  22


  23


  24


  25


  26


  27


  28

  29

  30


  31

  32

  33

  34

  35


Table

  I
Description

CO Emission Index vs. Specific Fuel  Economy
  131Q Engine

CO Emission Index vs. Specific Fuel  Economy
  131L, WR9-7 Engines

CO Emission Index vs. Specific Fuel  Economy
  WR24-6, WR2-6 Engines

CHX Emission Index vs. Specific Fuel Economy
  131Q Engine

CHX Emission Index vs. Specific Fuel Economy
  131L, WR9-7 Engines

CHX Emission Index vs. Specific Fuel Economy
  WR24-6, WR2-6 Engines

NOx Emission Index vs. Specific Fuel Economy
  131L, WR9-7 Engines

NOX Emission Index vs. Specific Fuel Economy
  WR2-6 Engine

CO Specific Emission vs. Power, All  Shaft Engines

CHX Specific Emission vs. Power, All Shaft Engines

NOX Specific Emission vs. Power, 131L,
  WR9-7 Engines

CO Specific Emission vs. Thrust, Jet Engines

CHX Specific Emission vs. Thrust, Jet Engines

NOX Specific Emission vs. Thrust, Jet Engines

Schematic Plan View of Vehicle Test
Emissions Transients During Shutdown,
  WR2-6 Engine
Summary of Chassis Dynamometer Test Results
Page


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Report No. WR-ER8
List of  Illustrations
Appendix A

    Table A-l

    Table A-2

    Figure A-l


Appendix B

    Table B-l

    Table B-2


    Table B-3

    Figure B-l


    Figure B-2


    Figure B-3



Appendix D

    Table D-l

    Table D-2

    Table D-3

    Table D-4
Steady State Data Reduction

computer Program variables

Fuel Composition Summary

Sample Emission Data Reduction


Vehicle Test Data Reduction

Mass Emissions From Bag Analysis

Emission Concentrations, Continuous
  Analysis, Cycle No. 3, Run No. 4

Mass Emissions From Continuous Analysis

Gas Generator and Power Turbine Speeds vs.
  Time, Cycle No. 3, Run No. 4

CO2 and CO vs. Time - Cycle No. 3,
  Run No. 4
CHX as
  Run No. 4
            vs. Time - Cycle No. 3,
Statistical Analysis of C02 Error

CO2 Concentrations

Statistical Summary of C(>2 Error

Histogram of CO2 Error


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                                        Report No. WR-ER8
                                                   Page 1


INTRODUCTION

       Williams Research Corporation over the past fifteen

years has developed a family of gas turbine engines ranging

from a 121 Ib thrust turbojet to a 440 hp industrial engine.

The exhaust emissions of all of'these' engines were measured

during the program using sampling equipment developed by

Williams Research and analysis equipment furnished by the

Division of Motor Vehicle Pollution Control of the National Air

Pollution Control Administration, Ypsilanti, Michigan.

       Most of the measurements were made with the engines

running in test cells at Williams Research.  The 131Q vehicular

engine was also measured for emissions while installed in a

vehicle.  These tests were run on a chassis dynamometer at

Ypsilanti.

       The exhaust gases were pumped through a specially

constructed line from a probe installed in the engine exhaust

system to a console containing the analysis equipment.   Con-

stituents measured were carbon dioxide, carbon monoxide,

unburned hydrocarbons, and-oxides of nitrogen.  An attempt

was made to measure particulates present in the exhaust but

concentrations were too low for the method used.

       Infrared analyzers were used for the CO2 and CO analysis.

The hydrocarbons were detected with a flame ionization


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Report No. WR-ER8
Page 2


measure the oxides of nitrogen.  Particulates were collected

on a filter.

       Continuous recordings were made of the CC>2» CO, and

hydrocarbons and some transient data was taken during engine

starting and.shutdown.  The equipment and its operation are

shown in Figs. 12 and 13.

DESCRIPTION CF ENGINES

       General characteristics of the Williams Research

Corporation engines tested in this program are given in this

section.  The engines are shown in Figs. 1 through 4.


       WR24-6 Turbojet

       The WR24-6 is a small turbojet engine used in drone

aircraft applications.  It has a single stage centrifugal

compressor driven by a single stage axial turbine and employs

an annular combustor.

       Rated sea level static thrust is 121 Ibs at 60,000 rpm.

Airflow is 2.2 Ibm/sec and exhaust temperature is 760° C (1400°p)

The engine us«s MIL-J-5624 grade JP-4 or JP-5 fuel at a rated

specific fuel consumption of 1.2 Ibm/hr-lbf.

       Over 700 units have been produced in the past two years.

Tho WR2-b turbojet is basically the same engine with a

different, exhaust nozzle and electric generator.  It is also


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                                             Report; No. WR-ER8
                                                        Page 3

        WR9-7 Auxiliary Power Unit
        The WR9-7 is an auxiliary power unit for turbine engine
aircraft providing a combination of pneumatic, hydraulic, and
electric power.  The engine has a single shaft with a single
stage centrifugal compressor and two axial turbine stages
driving a gearbox.  The annular combustor is similar to that
in the WR24-6.
        The engine provides a rated .55 Ibm/sec of bleed air
from its compressor for pneumatic starting of the aircraft
main engines.  Hydraulic power up to 7 1/2 hp, or electric
power up to 15 kw are also available.
        At a maximum total load of 65 hp, the turbines pass
1.7 Ibm/sec of air.  Exhaust gas temperature is 593° C
(1100° F).  The engine normally runs on JP-4 fuel.
        The WR9-7 is installed on the Buffalo DHC-5 turbo-
prop produced by DeHavilland Aircraft of Canada, Ltd.

        WR19 Turbofan
        The WR19 is a twin spool turbofan with a bypass ratio
of 1.0 and a rated thrust of 430 Ibs.  The total airflow is
11.1 Ibm/sec and the SPG is 0.7 Ibm/hr-lbf.  Mixed exhaust
temperature is 304° C (580° P).
        The engine was developed as the power plant for the
Bell Aerospace Flying Jet Belt.
        131L Industrial Engine
        The 131 L engine features a single stage centrifugal

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 Report  No.  WR-ER8
 Page  4


 an  annular  combustor.   Power is  produced  by a  single  stage

 axial turbine  on a  separate shaft which drives the  load

 through an  integral gearbox.

         With a rating  of 440 hp  and an airflow of 6.1 Ibm/sec,

 the exhaust gas  temperature is 593° C  (1100° P)  and the SFC  is

 0.86  Ibm/hr-hp.  The engine  will  run on a  wide  range of fuels

 including natural gas  and diesel No. 2.


         131Q Vehicular Engine

         This engine is in development  both  on  the test stand

 and in  a test  bed vehicle.   It has  a regenerator which recovers

 turbine exhaust  heat to improve  its fuel  economy.

         An  experimental version  of  this engine without regenera-

 tor, designated  131QNR in this report, is also being  run at

•Williams Research as a component development tool.  Data were

 also taken  on  this  engine in  an  attempt to  assess the  effect


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                                             Report No. WR-ER8
                                                        Page 5

SAMPLING EQUIPMENT

        Sampling Line Development

        Tests on gas turbine engines at Williams Research are

generally conducted in test cells for safety and convenience

with the engine mounted on a test stand in the cell and the
                               ft**'
operator stationed at a control console outside.  With the

exhaust analysis equipment also outside the test cell, it was

necessary to provide a suitable line from the exhaust system

of the engine to the analyzer, a distance of 15 to 25 feet.

To prevent condensation of the exhaust constituents in the line,

especially the unburned hydrocarbons of gas turbine engine fuels,

it was necessary to keep the line at a temperature between 150

and 200° C (302 to 392° P).  The analyzer pumped gas from the

line at 3 to 4 liters/minute.

        To maintain the line at temperature, an oil jacketed

construction was used.  In the early part of the program, this

consisted of sections of 3/8 in. stainless tubing brazed inside

lengths of 1 in. cast iron pipe capped at each end.  The sec-

tions were joined with short pieces of aircraft type teflon

hose.  The cast iron pipe sections, covered with steam pipe

insulation, were connected in series with a heated oil supply.

This line worked satisfactorily but was cumbersome to set up.

        A coaxial flexible line was built consisting of .313 in.

I.D. teflon hose (AMS 3380-6) inside a .875 in. I.D. hose

(AMS 3380-16Z) with flared swivel fittings on each end.  The

inner fittings were inserted into drilled plugs installed in


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Report  NO. WR-ER8
Page  6


hose  became  a  sealed  jacket  over the inner hose.  Oil  con-

nections were  made  through tubes mounted  radially in the

outer fittings.  The  outside was insulated with asbestos  and

fiberglass tape.  The line was  25 feet  long and is  shown

schematically  in Figure  5.

        A bypass pump was used  to improve the  response of

the system by  increasing the sample  gas velocity  in the line

to 12 liters/minute.   Thermocouples  monitored  the sample  gas

temperature  entering  and leaving the line.

        The  oil system for heating the  lines is shown

schematically  in Figure  5 and depicted  in Figure 11.   It

consists of  a  pump, two  1500 watt electric  heaters, a

reservoir, valves,  and flexible  connecting  lines.   For ease

of set up in the various engine  test cells, the system was

built, on a dolly.   Temperature of the oil at each end  of  the

sample line  was monitored with thermocouples and was held

between 160  and 190°  C (320  and  374° F) by  thermostats ,in the

heating units.  The system could  be  brought up to temperature

in two hours.


        Sampling Probes

        For  each engine  tested in  the program,  sampling probes

were  fabricated to  fit each  exhaust  system.  These are all

shown schematically in Figures 6,  7,  and 8.  Refer also to


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                                             Report No. WR-ER8
                                                        Page 7
        The general approach was to provide a total pressure
probe aimed directly into the exhaust stream in a region of
relatively smooth flow so that the possibility of recircula-
tion and dilution by outside air was minimized.  This was no
problem with the jet engines where the gas velocity was high
but special care was necessary with the 131Q NR engine.
        Different probe locations in the same exhaust plane
were investigated only with the 131Q NR engine* but need
further study, especially with the jet engines, where there
is known to be considerable non-uniformity in the exhaust
stream temperature at the sampling station.  Any large
sampling error showed up in the reduced data as a large

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 Report No.  WR-ER8
 Page  8


 RESULTS

         CO2 Summafy

         Throughout  the  program,  a  summary  sheet was maintained

 on which was plotted measured  CO2  concentration in the  exhaust

 and a  calculated  CO2 concentration for  each data point.  These

 values  ranged  from  0.7  to 4.2  per  cent  and are shown  in

 Figure  14.

         The calculated  value was based  on  complete combustion

 of the  fuel to water and CO2 using the  measured engine  fuel

 flow,  airflow, and  a handbook  value for hydrogen to carbon

 ratio of the fuel.  Since measured values  for carbon  con-

 taining pollutants, namely CO  and  unburned hydrocarbons,

 rarely  exceeded 500 ppm, the error incurred in hot subtracting

 the carbon  present  in these constituents from the calculated

 CO2 value was small compared with  the overall accuracy of the

 measurements.


        Accuracy  of Data

        The  comparison of measured  and  calculated CO2 concen-

 tration was  taken as a measure of  the validity of the data.

 The difference between the two values,  called CO2 error, could

be due  to any combination of the following:

        a.  Non-representative sampling - probe and line

             failing to pick up an average sample of the

            exhaust gas.

        b.  Failure to detect large concentrations of other


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                                             Report WR-ER8
                                                    Page 9
        c.  Excessive oil system leakage into the engine gas
            stream.
        d.  Errors in CC>2 measurement.
            1.  Detector error
            2.  Calibration gas error
        e.  Errors in calculated CO2 value.
            1.  Engine airflow measurement
            2.  Engine fuel flow measurement
            3.  Assumed hydrogen to carbon ratio of fuel
        The distribution of C©2 error taken over all engines
and operating conditions was examined for randomness.  If it
could be shown that the combined influence of the presumed
sources of error listed above affected the data in a purely
random way, then predictions on the accuracy of all the data
could be made.  Data known to be bad due to discovered line
leakage or sample pump failure was discounted.  Some data,
notably the APU data of October 16, 1969 and the early 131Q
NR data, showed a systematic error of opposite polarity to that
of all of the rest of the data in that the measured values of
C02 concentration were considerably lower than the calculated
values.  These points were also suspect.  The data points under-
lined with a dashed line at the bottom of Figure 14 were shown
to be consistent with a normal population.  This analysis is
shown in Appendix D.  These points are the only ones used in

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Report WR-ER8
Page  10

        The mean value of  the CO2 error  for the sample under-

lined in Figure 14, consisting of 83 points, is 0.14 per cent

CO2 and the standard deviation is 0.16 per cent.  Since the

expected value of the mean of CO2 errors is zero, the 0.14

per cent represents some form of systematic error of unknown

origin.  Arbitrarily adding to this quantity one standard

deviation of the normal distribution, the estimated magnitude

of error in the CO2 measurements becomes 0.30 per cent.  As a

per cent of average CO2 reading, this works out to be 22 per

cent for the 131Q engine and 11 per cent for the other engines.

These figures are taken as a measure of the overall accuracy of

the CO2 determination.

        The measurements of the concentration of other con-

stituents in the exhaust do not have a common basis for

comparison nor were a large enough number of samples taken

under the same engine operating conditions to perform a

statistical analysis on each point.   The factors contributing

to errors in these measurements and the quantities derived from

them are the same as for the CO2 measurements except that the

detection equipment is different for each constituent.   The

accuracy of the determinations of CO,  unburned hydrocarbons,

and NO2 is assumed to be no better than the per cent accuracies

for each engine quoted above for ۩2.

        If these accuracy limits are applied to the assumed

curves of emission variables plotted in Figures 15 through  33,


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                                             Report No. WR-ER8
                                                       Page 11

        It is expected that refinements in exhaust sampling

techniques and fuel and airflow measurement will reduce or

eliminate the apparent systematic error in CO2 determination

found in this data and reduce the standard deviation of the

distribution of C02 error.


        Steady State Results

        Emissions measurements results have been plotted in

Figures 15 through 33 in three formats.  General parameters

were chosen for plotting so that data for different engines

and different fuels could easily be compared.

        The first format is pollutant concentration in the

exhaust in parts per million vs. equivalence ratio, which is

fuel air ratio normalized to stoichiometric.  These plots

show the range of pollutant concentrations for each engine

and its dependence on fuel air ratio.

        The second format. Figures 20 through 27, shows

emission index, or mass of pollutant emitted per unit mass of

fuel burned, vs. specific fuel economy, or engine energy output

per unit mass of fuel burned.  For the jet engines, thrust was

used in place of energy output.  The abscissa variable is

reciprocally related to the specific fuel consumption which

is shown on a separate scale.  Alternatively, these plots can

be considered as mass of pollutant vs. engine output.

        Finally, Figures 28 through 33 give specific emission,

defined as mass of pollutant per unit of engine output, vs.

power or thrust.  The semi-log plot allows large and small


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 Report  No. WR-ER8
 Page  12

         The  plots within each  format are  further divided

 between the  three pollutants measured in  the  program;  carbon

 monoxide, hydrocarbons,  and nitrogen dioxide.   Data  on the

 WR19  engine  was  taken too late to  be incorporated in this

 report.

         a.   Concentration vs.  equivalence ratio.   Figure 15

 shows a steep dependency of CO emission on fuel air  ratio for

 the 131Q engine.   The regenerative engine appears to have a

 critical fuel air ratio  of 0.09 of stoichiometric with diesel

 No. 2 fuel,  0.07  with lighter  fuels,  for  CO emission.   The non-

 regenerative engine,  with twice the fuel  consumption,  appears

 to have twice the CO  emission  and  a critical  fuel air  ratio

 of 0.19 stoichiometric.   In Figure 17, a  similar  result is

 obtained for the  131Q hydrocarbon  emissions except that non-

 regenerative concentrations are comparable  to the regenerative.

        Figures 16 and 18 show a less critical  dependency of

 emission concentration on fuel  air ratio  for  the  WR9-7 APU

 and 131L industrial engine.  The APU data  shows a tendency

 to go through a minimum  in  Figure  16, but  further measurements

 are needed to verify  this.  There  is considerable scatter in

 the APU hydrocarbon) data  in Figure 18, but  the  131L data1 shows

 some tendency toward  lower concentrations at higher equivalence

 rntioa.   With the limited data  available. Figure  19 shows the

opposite tendency for nitrogen  dioxide vs.  equivalence ratio,


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                                             Report No. WR-ER8
                                                       Page 13
        These results are in general agreement with those of
                   (1)
Sawyer and Starkman    on several gas turbine engines and
point up the difficulty of the nitrogen oxide problem.
        b.  Emission index vs. specific fuel economy.  These
plots clearly show that the more efficiently the engine is
operated, the lower the emissions of CO and hydrocarbons as
a per cent of fuel burned.  All the shaft engines appear to
approach the same minimum of 5 mg/g of CO and 0.3 mg/g of
hydrocarbons.  The exception is the 131Q NR which does not
go below 10 mg/g of CO at its lowest SFC.
        The range of emission index for CO in Figures 20
through 22 is from 5 to 110 mg/g and the range for hydro-
carbons in Figures 23 through 25 is 0.3 to 4 mg/g.  These
reflect the variation in combustion or burner efficiency.
It should be noted that these variations can account for only
about 4 per cent of the variation in SFC, the rest arising
from efficiency variations in other engine components.
        Figure 26 shows a moderate rising trend of NO2
emission index with specific fuel economy.
        c.  Specific emission vs. engine output.  Figure 28
shows the CO emission per unit of output for all the shaft
engines tested.  The 131Q and 131L engines both reach down
to 2 q/hphr of CO at their highest power output.  The 131Q
NR shows significantly higher specific emission of CO than
the regenerative engine.
        The APU reaches only 5 g/hphr at its heavy load

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 Report No. WR-ER8
 Page  14
 points on the APU  curve  reflect  low loading on  the engine
 rather than high emissions.  The shapo of  the curve between
 low and high loading  is  unknown.
        The hydrocarbon  results  in  Figure  29 indicate that
 all the shaft engines  reach  approximately  0.2 g/hphr at high
 loading.  Note  that the  131Q NR  results on this plot are
 indistinguishable  from those of  the regenerative engine.
        Limited data was  available  on the  specific emission
 of NO2.  There  is  an  indication,  however,  in Figure 30, that
 NO2 per unit of engine output continues to diminish slightly
 up to the maximum  power output,  although the quantity of N©2
 emitted markedly increases.

        Vehicle Tests
        Although considerable data  was taken on the 1310 engine
 in test cell running,  the emission  performance of the engine
 in a vehicle was considered important for  comparison with
 other vehicle power plants.  In particular, the measurement
 of performance  over the standard  California driving cycle was
 a major objective  of the program.
        The 131Q engine burner was  developed to run on com-
mercial diesel  No. 2 fuel.  It operates well with JP-4 jet
 fuel but some instability was experienced  attempting to run
with commercial white  gasoline.   Stable operation was obtained
with a 50-50 mixture of white gasoline and JP-4.  It was
decided to conduct the vehicle tests with  the normally used

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                                             Report No. WR-ER8
                                                       Page 15
using unheated lines, might  fail to pick up the heavy hydro-
carbons in the exhaust.
        Engine serial no. 5 was first run on the test stand
at Williams to establish baseline performance.  It was then
installed in the test vehicle and the vehicle was driven to
NAPCA, Ypsilanti, a distance of 25 miles, where it was in-
stalled on a chassis dynamometer in Building 2042.  The heated
sample line and analysis cart used in the Williams tests were
also used as shown in Figure 34.
        A portable instrument console was placed near the
vehicle to monitor shaft speeds, temperatures, and pressures
in the engine.  First and second stage shaft speeds were also
continuously recorded on a strip chart.
        The NAPCA bag sampler equipment was connected into
the sample line at the analysis cart.  This permitted simul-
taneous bag and continuous sampling.  All samples were analyzed
on the same equipment, continuous samples during the test,
bag samples after the test.  Fuel in all vehicle tests was
diesel No. 2.
        Table I is a summary of the chassis dynamometer test
results.  Details of the calculations are given in Appendix B.
The steady state data, engine data points 58 and 63-66, were
also put through the 131Q data reduction program and appear
favorably on the CO2 error summary. Figure 14, thus validating
the sampling arrangement.  Also, continuous and bag readings
on CO2 for the same run, where presented in Table I,  compare

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Report No. WR-ER8
Page 16
        Continuous and bag results on 00 for the steady state
points are also consistent.  The unburned hydrocarbons, how-
ever, are lower by a factor of at least 2 for the bag samples.
This is believed to be due to the failure to maintain the
sample gas above 150° C  (302° F) during the bag sampling
procedure.
        Due to the weighting procedure (Appendix B) used in
preparing the continuous sample results for runs 3 and 4,
the pollutant concentrations and grams per mile figures
for bag and continuous samples cannot be expected to agree.
The continuous sample figures in grams per mile, however, are
consistent with current  federal procedure for measuring

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                                   TABLE I


                 SUMMARY OF CHASSIS DYNAMOMETER TEST RESULTS
Report NO. WR-£F€s
Page 17
Run
1
2
Eng.
Data;
ft. |
—
58
3

4

5

6

7

8

—

63

64

65

66

Type of Fan
9 cycles
hot start
steady
state, NI =
45 krpm
9 cycles
cold start

9 cycles
hot start

steady
state, NI =
40 krpm
steady
state, NI =
45 krpm
steady
state, NI =
50 krpm
steady
state, NI =
55 krpm
Sample
Line*
A
A
A

B

B

B

B

B

Sample
bag
contin-
uous
bag
bag
contin-
uous**
bag
contin-
uous**
contin-
uous
bag
contin-
uous
bag
contin-
uous
bag
contin-
uous
bag
C02
pet
1.37
L45
1.45
1.53

L48
--
1.37
1.32
1.48
1.42
1.58
1.56
1.78
1.76
CO
ppm
90
70
70
160
86

125
118
75
80
60
60
52
55
45
50
CO
g/mi.

• ••
8.0
4.3

6.2
5.9
—
—
—
—
—
r-
—
—
CHX
as
C3H8
ppm
1.8
1.6
0.2
11.5
11.5

2.2
3.9
1.4
0.7
0.5
0.2
0.2
0.1
0.2
0.1
CHX
as
CHl.85
g/mile
NOX
as
NO 2
ppm
i

0.85
0.86

0.16
0.29
—
—
—
—
—
—
—
—

41

56
— —
—
40
—
42
—
69
—
73
NOX
as
NO 2
g/mile
—

3.4

4.5
— —
—
—
—
—
—
—
—
—
  *A  25 foot heated line to analyzer - 15 foot unheated line to bag
      sampler
   B  6 foot heated line to analyzer - 15 foot unheated line to bag
      sampler
  **  All figures calculated on basis of standard weighting applied to pro-
files of 6 out of 9 cycles; see Appendix B .



-------
Report No. WR-ER8
Page 18
        Transient Measurements
        With continuous recording equipment available for
CX>2/ CO, and hydrocarbons, some transient data was taken on
these constituents.  On a cold engine start, it was necessary
to reduce the sensitivity of the hydrocarbon detector to a
nominal 2000 ppm full scale to remain on the chart whereas
during steady state running a 20 ppm scale was employed.
Cold start measurements were generally avoided because the
line and detector became so loaded that subsequent measure-
ments were impossible until the system had been thoroughly
purged.  Hot engine starts presented the same problem to a
leaser degree.
        Engine accelerations caused little disturbance in
the emissions traces beyond that of adjustment to the new
operating level.  Decelerations and shutdowns caused large
temporary increases in CO and hydrocarbons.
        A typical recording of emissions transients is pre-
sented in Figure 35.  Chassis dynamometer results during the

-------
                                             Report No.  WR-ER8
                                                       Page 19
CONCLUSIONS
        l.^Gas turbine engines are inherently low polluters
            in carbon monoxide and unburned hydrocarbons
            compared to other types of engines of the same
            power output.
        2.  Transient engine operation produces many times
            the CO and hydrocarbon emission that steady state
            operation produces.
        3.  Part load engine operation produces more CO and
            hydrocarbon emission than full load.  The
            opposite is true of the oxides of nitrogen.
        4.  The oxides of nitrogen are the most serious
            emission problem of gas turbine engines with
            respect to proposed emission controls.
        5.  Satisfactory methods hava been developed in this
            program for sampling exhaust pollutants from a
            variety of gas turbine engines.
        6.  A heated sampling system is necessary to prevent
            deterioration of the unburned hydrocarbon sample

-------
Report No. WR-ER8
Page 20
RECOMMENDATIONS
        1.  Refine sampling techniques with heated probes
            and  faster sample handling.
        2.  Develop techniques for better measurement of
            emissions during engine transients and study the
            effect of engine hardware changes on transient
            emissions.
        3.  Employ continuous detector for more complete data
            on oxides of nitrogen.
        4.  Continue emissions measurements on all WRC gas
            turbine engines to provide solid basis for com-
            parison with other power plants and for evaluating
            developmental changes in the engines with regards
            to emissions.
        5.  Continue measurement on the 131Q vehicle both on
            the chassis dynamometer and on the road.
        6.  Conduct gas turbine engine burner and regenerator
            development programs using both rigs and engines
            to reduce pollutant emissions without substantially
            reducing component performance.
        Most of the recommendations resulting from the work
on this program are discussed in Williams Research Corporation
Proposal No. 729, Gas Turbine Engine Exhaust Emission Analysis,

-------
                                           Report No.  WR-ER8
                                                     Page 21
                          REFERENCES
      Sawyer, R- F. and  Starkman,  E.  S.
      Gas Turbine  Exhaust  Emissions
      SAE Paper 680462,  May  1968
2     Haupt, C. G.
      Exhaust Emission by a  Small  Gas  Turbine
      SAE Paper 680463, May  1968
      Korth, M." W. and Rose, A. H. Jr.
      Emissions from a Gas Turbine Automobile
      SAE Paper 680402, May  1968
4     Smith, D. S., Sawyer, R. F., and  Starkman,  E.  S.
      Oxides of Nitrogen  from Gas Turbines
      Journal of the Air  Pollution Control Association,
      January 1968, 18, No. 1, p. 30
5     Sawyer, R. F. ,  Teixeira,  D. P., and Starkman, E.  S.
      Air Pollution Characteristics of Gas Turbine Engines
      ASME Transactions, Journal of Engineering for Power,
      October 1969, p. 290


6     Federal Register, Vol. 33, No. 108, Tuesday, June  4,
      1968, p. 8310
      Williams Research Corporation Proposal No. 664
      Gas Turbine Engine Exhaust Emission Analysis
      March 1969
8     Monthly Progress Reports 1 through 9
      Gas Turbine Engine Exhaust Emission Analysis

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                                                              CD

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SAMPLE  PROBE
                                              BYPASS  PUMP
                         INSULATED


                         FLEXIBLE  COAXIAL  UNE
               OIL RETURN
                                            OIL  SYSTEM
                                                                                        30
                                                                                        »

                                                                                        •8
                                                                                        S
                                                                                        w
                                                                                        »
                                                                                        00

-------
Report No. WR-ER8
                                     ^— i/4" STAINLESS
                                           STEEL  TUBING
        WR 24-6  AND WR 2-6 TURBOJETS
          WR 9-7  AUXILIARY  POWER  UNIT
                                            " STAINLESS
                                             STEEL  TUBING
 j/«" STAINLESS
  STEEL
                        \

                                    t

                                    t
             I3IL  INDUSTRIAL  ENGINE

-------
                                      Report No. WR-ER8
                               MIXED EXHAUST  SAMPLE
      0.050"  |.D.
STAINLESS
 STEEL  TUBING
TURBINE
    FAN
                   «—0.050  I.D.   STAINLESS
                              STEEL TUBING
                               TURBINE  EXHAUST
                                    SAMPLE
  FAN  EXHAUST
     SAMPLE

-------
   Report  No.  WR-ER8
                   REGENERATOR  EXHAUST
                            I
          BIFURCATED  ENGINE  EXHAUST  DUCT
           I3IQ TEST  STAND INSTALLATION
                  REGENERATOR  EXHAUST
STAINLESS
    STEEL
   TUBING
 «/e"  STAINLESS
  STEEL TUBING
                                    «—•HEXHAUST  SYSTEM
                                             EXTENSION
                    I3IQ  VEHICLE  INSTALLATION
                     Q_
TURBINE  EXHAUST
                I3IQ MOM—REGENERATIVE  INSTALLATION


-------
                                                                         •g
                                                                         *
                                                                         ft
                                                                         §

                                                                         f

-------
                                                                       s
                                                                       1
                                                                       ft
                                                                       R
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                                                                       oo

-------
                           Report No. WR-ER8
Fig. 11  Heated Sampling Line with

-------
Report No. WR-ER8
                Fig.  12  Gas Analysis Equipment

-------
                              Report No. WR-ER8
Fig. 13  Emissions Measurement During

-------
     Date   1C/7/O ll/I'./O
     Fjel   J?-5     ^let*l  *
 Data  ?t.   •  •  i      ii.
Data Code   '        2
1310       WRS-7
1C/10/69   10/16/69
JP-4       JP-4
1- ~ U L.    I  *  i  >  «
1310                    ni<_
12/3-12/10/69           1/5/70
Diesel »2               Diesel «2
<1 >• •» '• t« 10 li XI j u i:   IT M j* *« *t
 o
 o
to
 CO
 c
131C        131Q        1310
1/13/70     1/30/70     2/3/70
Diesel «2   Diesel      1/2 JP-4  1/2 w. G.
s* u M *3 •*   -i -I la z- U   u K * IT i* n
5           6           '
Vehicle
                              .	r -  .
                                         .  L... .-t-   -
                           ;    •    .    i    I

-------
O  I-
O  *»
H  O
3 to
C
fl>  CO
a  c
            i.5
                                                                   ;    ' Suspected recirculation  of air into probe I
                                                                                                                                                                        I. 5

                                                                                                                                                                        0.5
                                                                                                                                                                                  •O
                                                                                                                                                                                  O

-------
    600
    500
    400
I
    300
    200
    100
                                          I-1 T  ' - ' i
                                         I ; i. ! I. i.J -; -i
                                      ~r  131Q Reg. Diesel
                                      D  131Q Non-Reg. Diesel
                                      X  131Q Reg. JP-4  -  WG
                                      A  131Q Reg. JP-4
                              i i i*H i !  I I i J u | j :.| i l i ; i i-j [_; i i l ; . .
                              i;!ilii  -I- !i    lii  l  Hdi- ! H  '•••
Fig.
                     Equivalence Ratio  ©


-------
                                              Report No.  WR-ER8
   500
I
(X
o
o
             131L Diesel
             WR9-7  JP-4
             WR24-6 JP-5
             WR2-6  JP-4
                                                              ) -j. ; *  - . t-j
                                                              ;-*-t-H--fr
                                                              rLH.mr
                                                              1.4...4-4-H-T-
                                                              •—I- •? -t—1"
                                                              .1 j..!..}__4_; .L4.
                                                              -.11 l...i-4-.L.].4.
                           0. 1

                       Equivalence Ratio
0.3
      Fig.  16  CO Concentration  vs.  Equivalence Ratio   131L,

-------
 40
 30
                                    • H-i l-j ,•' i--
                                    .; ,  .; -| ..-H .,
                                             ...;-. -I
                                           I- -T"
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                                         I.!.).
                                         •ti
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 20
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            I I
                                          l-L-
                                          ;
                                                              lit;
tt
                          i i ;   + 131Q  Reg.  Diesel
                          !:i   A 131Q  Reg.  JP-4
                          j j-i   X 131Q  Reg., JP-4 - WG
                         ~f  '   D 131Q  Non-Reg. Diesel
 10
                                                           4tf
                                                              ' t
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                                                         |UiM:
                                                         tji; i:p
                                                         •l • -H f-  *•-
                                                         ^•FIM
             1 •!
                         1                   0.2

                          Equivalence Ratio
              0.3

-------
                                                    Report No.  WR-ER8
   30
00
X
en
C  20
O
M
0)
(0

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ac
o
   10
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                                                          : . ;..-: 1.1+..!
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                    0.1                    0.2


                       Equivalence Ratio



Fig.  18   CHX Concentration  vs. Equivalence Ratio

           131L,  WR24-6, WR2-6, WR9-7 Engines

-------
    Report No. WR-ER8
eo
a
x
i
                                                            4- -I I- 4- .-.f-t-- •
                                                             it i.ft ti
                                                             II.
                                                           4_4~; -i	* -J_j
               131Q Reg. Diesel
               131L Diesel
               WR9-7 JP-4
               WR2-6 JP-4
                                                                   0.3
                       Equivalence Ratio
   Fig,. 19  NOX Concentration vs. Equivalence Ratio


-------
0
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m
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I
                           2          3          4          5          6           7



                              Specific Fuel  Economy  kilo joules/gram  (kj/g)
            1

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 1)11

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 1

I.o
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i
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                               Specific Fuel  Economy  kilojoules/gram (kj/g)
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                                                                                      .8
                                                                                                 .7

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X 13lp Reg. JP-4 - WG

D 131Q Non-Reg.  Diesel
                                    34567


                             Specific Fuel  Economy  Jcilojoules/gram (kj/g)
          i
         10.0
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      25        30         35         40         45         50


       Specific Fuel  Economy  newton-seconds/gram (ns/g)
                                                                    55
                                                          60
                                                              65
       i    I
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       Specific Fuel  Consumption  Ibm/hr.lbf
Fig. 25  CHX Emission Index vs.  Specific Fuel Economy  WR24-6, WR2-6 Engines
           I

-------
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                   Specific  Fuel Economy   kilojoules/gram (kj/g)
            i
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5.0 4.0   3.0    2.5
 i
2.0
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                                                                                                          50
                                                                                                          00

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        Specific Fuel Economy  newton-seconds/gram (ns/g)
             i    i    i    i      i
            1.5  1.4   1.»   1.2    l.t
 I
1.0
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             Specific Fuel  Consumption  Ibm/hr Ibf

-------
  40 -
  30 -
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CO  0 —
                                                               -H  13 1Q Reg. Diesel
                                                               A  13 1Q Reg. JP-4
                                                                D  131Q Non-Reg
                                                                                                              *
                                                                                                               W
                                                                                                               »
                                                                                                               oo

-------
4 -:
                                                             131Q Reg. Diesel

                                                           A 131Q Reg. JP-4

                                                           X 131Q Reg. JP-4 - WG

                                                           D 131Q Non-Reg. Diesel

                                                             WR9-7 JP-4
                                                           O 131L Diesel
                                            Power  hp
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O WR9-7 JP-4

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              i
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              20            50

                Power  hp

         I           l
        10         20

                Power  lew
                                                                               200
50
100
                              500
200
500
                                                                                                                 •g
                                                                                                                 H
                                                                                                                 ft
n
»
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-------
—

i-—
1.Z"
..o-
.
0. o "1
If

8 °-6 -

c

* 0.4 ^
m
•H -i
1

O 0. 2
<4-l
•H
0) 0. 0
co
20



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500 700
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                                                                              •o
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                                                                              M
                                                                              ft

                                                                              z
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                                                                               M
                                                                               »
                                                                               oo
             Thrust  newtons

-------
 in

 oo
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K
O
£
o
§
U
-H

-------
0.3-
4
S1
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CO
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i 3
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77
*T
:'
100 200 300
Thrust pounds
300 500 700 1000 1500 2000
            Thrust  newtons

-------
                                          Report No.  WR-ER8
           CYCLE
        PROGRAM
        RECORDER-*
       DYNAMOMETER I
                           I I
                                    i i
                                    u
                            OPERATOR
EXHAUST SYSTEM  EXTENSION
ANALYSIS  CART
         SAMPLE  BAG
                                          ROLLS
                      HEATED
                      SAMPLE
                      LINE
                                              I
SHAFT  SPEED
     RECORDER
                                               CD
                                               INSTRUMENT
                                                CONSOLE
                                   «- DISCHARGE  DUCT
                        EXHAUST  DISCHARGE

-------
Report No. WR-ER8
              Fig. 35  Snissions Transients During

-------
                                          Report No. WR-ER8
                                                     Page 1
                         APPENDIX A
                 STEADY STATE DATA REDUCTION

Data Reduction
      The large volume of data taken during the program
demanded orderly processing.  Two general classes of data
were manually recorded for each steady state running con-
dition, engine operational data, and emissions data.
      All engine developmental and production programs at
Williams Research routinely employ data reduction programs
to calculate and print out engine operating parameters such as
speeds, temperatures, pressures, and fuel consumption nor-
malized or "corrected" to standard ambient conditions.  These
programs are written in Fortran and are run on the G.E. 405
System at Williams.  The raw data is manually recorded.
      In the early part of this program, the emissions data
was reduced on a Wang desk calculator with a tape programmer
using the results of the engine reduced data printout from
the 405.  This method was useful in developing proper emission
parameters to relate to engine performance but was unsatis-
factory for the large volume of data developed.
      Consequently, four duplicate Fortran programs were
prepared for engine data reduction to which were added the
emissions data calculations.  The format of the printout was
merely to add an extra page of emission results to the engine

-------
Report No. WR-ER8
Appendix A
Page 2
without emissions data could be used almost interchangeably,
depending on whether or not emissions data was taken.
      The following variables and parameters were developed
for reduction of the emissions data and some of these appear
as graphs in the results section of the report.
                        TABLE A-l
               COMPUTER PROGRAM VARIABLES
 Variable
     Name
Explanation
 dry bulb temp.
 wet bulb temp.
 hydrogen to carbon
 ratio of fuel
Input Constants
     TDBZ
     TWBZ
     HCRZ
 stoichiometric fuel
 air ratio
     FARSZ
                   Input Data
 measured CO2 percent   CO2RZ
 measured CO ppm

 measured unburned
 hydrocarbons
 measured oxides
 of nitrogen
     CORZ
     UHRZ
     ONRZ
ambient
ambient
handbook or measured
value for fuel used
calculated for fuel
used
measured volume per-
cent CO2 in exhaust
measured volume per-
cent CO in exhaust
measured volume ppm
hydrocarbons as
propane (C3Hg)
measured volume ppm
oxides of nitrogen

-------
                                         Report No. WR-ER8
                                                Appendix A
                                                    Page 3
Variable
    Name
Explanation
shaft speed
fuel flow
Output Data

    RPMZ



    WFZ
air flow
    W1Z
fuel/air ratio

equivalence ratio



exhaust flow
    FARZ

    BQRZ



    WEZ


    VEMZ
power
thrust
specific fuel
consumption
    VEFZ


    HPZ


    FZ


    SFCZ
one or more engine
shaft speeds (actual)
in rpm

engine fuel con-
sumption in grams/sec.
Main program has cor-
rected fuel flow in
Ibs/hr.

engine air flow in
kilograms/second.
Main program has cor-
rected air flow in
Ibs/second.

actual fuel air ratio

fuel air ratio divided
by stoichiometric fuel
air ratio

sum of air and fuel
flow in kg/s

exhaust flow in
standard cubic meters
per second treating
all exhaust as air
at 15«C (59°F)

same as above in
standard cu. ft. per min,

total horsepower output
(shaft engines)

thrust in pounds
(jet engines)

fuel consumption divided

-------
Report No. WR-ER8
Appendix A
Pag.e 4
 Variable
           Name
Explanation
 calculated CO2
 percent

 raaaa flow  (all
 emissions)
 emission  index
 (all pollutants)
 specific emission
           CO2CZ
          WCO2Z
          WCOZ
          WHCZ
          WONZ
           EICO
           EIHC
           EION

           SEICO
           SEIHC
           SEINO
calculated CO2 con-
centration in exhaust

CO2 in grams/second,
all others in mg/s,
computed from measured
concentration and
exhaust flow

pollutant emission per
unit weight of fuel
consumed, mg/g

pollutant emission per
unit of engine output,
grains per horsepower
or grams per pound of
thrust
      The equations used  for calculating  the above output!

quantities are given as follows:

Actual fuel air ratio  =  mass  flow of  fuel  in  g/s	
                          mass  flow of  air in kg/s x 1000!

      FARZ  -  WFZ/(W1Z * 1000)

Eouiva 1 ence ra»
-------
                                           Report No.  WR-ER8
                                                  Appendix A
                                                      Page 5


Exhaust volume flow  (standard cubic  meters per second)

      (at 59°F)  =   Exhaust mass  flow (kg/s)/standard density
                     (kg/n»3)

      density  =  MP =   (28.98)(1.01325  x 10s)  kg n  (kg mole)  °K
                  RT     (8315)(288.16)          (kg mole) m* j  «K

      VEMZ  =  WEZ * .81598

Exhaust volume flow  (standard cubic  feet  per minute)   =

             exhaust volume flow  (SCMS) x 60/(.3048)3

      VEFZ  «  VEMZ  * 2118.6

Calculated CO? concentration  (volume percent)

      hydrogen/carbon weight ratio of fuel * HCR

      wp = wc + WH = wc + WH w    w  (1 +  HCR)
           1 + HCR
      C02*  =  V^; _  MA   (100)
               (HCR+1)  j   WE (1000)
      C02%  =  Wjp _   (28.98)   (100)
               (HCR+1)   (12.01)  WEZ (1000)

      C02CZ  =   (WFZ *  .2413)/([HCRZ+1J*WEZ)

Measured mass flow CO?  (g/s)  m   (measured  volume percent)  x

             MC02  x  WE x   1000   -  96 x WE  x 44. 01  x 10
                 •             100                28.98

-------
 Report  No.  WR-ER8
 Appendix A
 Page  6
         mass  flow CO (roa/»)   =  (measured volume -parts per
              million)  x Mgo * *E 106 * ppm x WE x 28.01
                                  106~              28.98
      WCOZ   =   CORP * WEZ * .96*53
Measured  mass  flow hydrocarbons as CHi.aq in mg/s measured as
        ppm  propane (C-^HQ)   =  (measured volume ppm propane)  x
                         x  WE  x

                 MA                106
              3112.01  + 1.85(1.008)1   v M
                      (28.98)          X WE
      WHC1Z   -   UHRl  * WEZ *  1.4363
              flow nitrogen oxides as NO? in mg/s when
             volume ppm NO? =  (measured volume ppm NO2)  x
             	  x WE x 10°   -  ppln x 46.QQ7 v W-,
             MA            106            28.98     E
      WOHlZ  =  ONR1 *  WEZ *  1.5875
Envia^on  index  (raq/g)   =  (mg/s of pollutant)/(g/s of fuel)
      EJCO  -  WCOZ/WFZ
Speojifie  emission  index (q/hphr or g/lbhr)   «  (mg/s of
             pollutant)  x ^/(ho^ipo^ or Ibs thrust)
      SBIHO1  -  WON1Z  * 3.6/HPZ

Hydrogen  to carbon  ratios of the fuels used  in the calculations

-------
                                          Report No. WR-ER8
                                                 Appendix A
                                                     Page 7
                          TABLE A-2

                  FUEL COMPOSITION SUMMARY
 Fuel
 JP-4
 JP-5
Hydrogen to carbon  Stroichiometric  Reference
   Weight Ratio     Fuel Air Ratio
       0.168
       0.158
0.067626
0.0687
NACA
RME55627a
(p. 1) 1965

NACA
TN3276
(p. 70) 1956
Diesel
No. 2
White
Gasoline
0.142

0.176

0.0699

0.0671

Kent Handbook
(p. 2-49)
Kent Handbook
(p. 2-58)

-------
 H.E.W. TEST  03/31/70


 'DBZ-DRY PULB TEMP      39.500

 HfRZ- M/C RATIO     0.16800000
                                                      .Report No. WR-ER8
                                                               Appendix  A
                                            WILLIAMS- RiSCARCM CORPORATION
                                          PRODUCTION JET  DATA REDUCTION  PROGRAM w,E.
     •»•• EMISSION INPUT CONSTANTS  ••••

TWBZ-MET BULB TfeMP     32.500

FARSZ-STOIC F/A RA  o,o67626oo

DATA POINT NUMBFR
C:02*Z-*FAS C02 PCT
CORZ-MpAS CO PPM
HHRIZ-MF CMX PPM i
UHR7Z-Mf CMX PPM 2
ONR1I-ME NOX PPM 1
ONR77'-Mf NOX PPM 2

HPK1Z - RPM1
wFZ-FuEL PLO G/S
NiZ-AIR Fl.O KG/S
FA'HZ-FUF L/AIR RATIO
EOR-z-fcou i VALENCE R
WEZ-EXK FLO KG/S
veM7-Exn FLO SCM-S
VF.FZ-EXW FLO SCFH
FZ - THRUST LBF
C02C2-CA1C C02 PCT
SFCZ--SKC I&MVMR LBF
WC02Z-* FLO C02 G/S
WCO*- M- FLO CO MG/S
WMtlZ-M* F C*X 1 MG/S
WWC2Z-M F CMX 2 MG/S
wONfZ-H F NOX 1 M-G/S
WON?*-* F NOX 2 MG/S
(- 1 CO-EM ND CO *G/G
FIMCi-E CM) 1 MG/G
6IMC2-E CHX 2 HG/G
f- 10*1-6 NO-X 1 MQ/G
EION2-E NOX 2 MG/G
SFICO-SPfM CO G/L8MR
SEIHC1- CMX 1 G/LBHR
SEIHC2- CHX 2 G/LBNR
SE1N01- NftX 1 G/L8H*
SF1N02- WK 2 G/LBNR

70
0.00000
0.00000
0.00000
0.00000
0.00000
0.00000

45010.00
7.15428
0.65410
0.010938
0.161737
0.66125
0.53957
1143.130
40.000
2.2J518
1.41950
0.00000
0.000
0.000
0.000
0.000
0.000
O.OOOOO
0.00000
0.00000
0.00000
0.00000
0.00000
0.00000
0.00000
0.00000
0.00000

71
2.19000
320.00000
0.00000
3.10000
o.ooooo
16.70000

45030.00
7.08066
0. 64543
0.010971
0.162223
0.65251
0.53243
1128.011
39.200
2.24183
1.43356
21.70064
201.814
0.000
2.905
0.000
17.299
?8. 5Q208
0.00000
0.41032
0.00000
2.44310
18.53390
0.00000
0.26A81
0.00000
1.58866

72
2,19000
?60, 00000
0.00000
2,30000
0.00000
0.00000

48010.00
7.837Q8
0.71584
0.010948
0.161891
0,72368
0,59051
1251.054
48.700
2.23729
1.27719
24,06772
181.860
0.000
2.391
0.000
0.000
23.20501
0.00000
0,30505
0,00000
0.00000
13.44342
0.00000
0.17672
0,00000
0,00000
•••• INPUT
73
2.23000
230.00000 1
0.00000
2.3QOOO
o.ooooo
23.00000
•••• OUTPUT
50080.00
8.4Q383
0.77185
0.010888
0.161002
0.78025
0.63667
1348,853
56,500
2.22513
1.18048
26.42313
173.452
0,000
2,578
0.000
28.489
20.63963
0.00000
0.30671
0,00000
3.39000
11.05181
0.00000
0.16423
0.00000
1.81523
• •••
74
2.42000
80.00000
0.00000
4.80000
0.00000
23.00000
DATA ••<
5509Q.OO
10.78835
0.89980
0,011990
0.177294
0.91059
0.74302
1574.168
79.000
2.447*4
1.08382
33.46427
158.420
0.000
6.278
0.000
33.248
14.68437
0.00000
0.58191
0.00000
3.08183
7.21915
0.00000
0.28608
0.00000
1.51509

75
2.58000
180.00000
O.OOOOO
6.000QO
O.OOOOO
58.80000
i*
57060.00
12.42618
0.95052
0.013073
0.1933i4
0.96295
0.78574
1664.677
90.300
2.66594
1.09214
37.72807
167.529
0,000
8 . 298
o.OoO
89.886
13.48192
0.00000
0.66782
0.00000
7.23361
6.67889
0.00000
0.33084
0.00000
3.58)50

76
2.80000
210.00000
0.00000
4.50000
0.00000
77.80000

59700.00
14.68A35
1.01717
0.014438
0.213504
1.03186
0.84198
1783.809
107.000
2,94041
1.08933
43.87541
209.437
0.000
6.669
o.ooo
127.442
14.26069
0.00000
0.45411
o.oonoo
8.67759
7.04650
0.00000
0.22439
0.00000
4.28777
 TtS!  NO, i>64-  1- 01  701 76
US'  OATt  3-30-1970
TEST  CfcLL NO   3
FNG SN«  264 iLD«   1

-------
                                         Report No. WR-ER8
                                                    Page 1
                         APPENDIX B
                  VEHICLE TEST DATA REDUCTION
Air Flow Calculations
      Since no engine airflow measurements were made with the
engine installed in the vehicle, it was necessary to calculate
airflow from gas generator speed.
      Previous measurements taken on this engine in the test
cell indicated that corrected airflow is relatively inde-
pendent of power turbine speed and is reasonably linear with
corrected gas generator speed in the range of idle to maximum
speed.
      An empirical equation for the graph of corrected
airflow vs. corrected speed is:
                                    + 2.64 x ID'5 f
                             idle
      Wa   	   ,  - v ~  ,        + 2>64 x
                            idle
~ (Ni-Nidie)
      Wa in Ibm/s
      N in rpm
            inlet temperature in °R
                     519
            barometer in  "Hq

-------
Report No. WR-ER8
Appendix B
page 2
      Steady  state airflows were computed from values of

 Wa \/&" \  read  directly from the graph of equation (1).
      Cumulative  airflows for each cycle of the nine cycle

t«ats were determined from the area under the recording of
   vs. time.  A  sample of shaft speed recording is shown in

                                                  V. S'
                                                  min.
9iff. B-l.  Each square  inch  represents  5  x 10  rev,  sec.
Gumilatflve airflow is:

               Wadt

            1 cycle
             J
                    .  	 .        tcycle + 2.64 x 10"5
                    N   6   s
                             idle
             x  z—

                    cycle


                    dt  =  5  x 104 x (area over idle speed)1
     cyclfe

          ^  &      fw= \./f^- \
                                                                (2)
                              idle


-------
                                           Report No.  WR-ER8
                                                  Appendix B
                                                      Page 3
      A sample calculation of cumulative airflow for cycle
no. 3, run no. 4 is given below:
             Barometer "Hg                 29.58
             6                             .9886
             Inlet temperature °F          72
                                           1.0250
                                           1.0124
                                           36.7
                                           36.3
                                           .567    from graph of
                                                   equation (1)
                                           137
             NX actual  (krpm)
             NX corrected  (krpm)
             Wa idle corrected  (Ibm/s)
             tcycie (seconds)
                      idle
             Area over idle (in2)
             1.320 £_ x area (Ibm)
             Ma (equation 2)
                                           13.87
                                           17.66
                                           93.56 Ibm = 42.44 kg
      The results of the graphic solution of equation  (2)
over all graphs for runs 3 and 4 of Table I, page 17, are
given in Table 8-1.
      Fuel flow was not recorded during the nine cycle tests.
An average fuel air ratio of 0.006 was assumed to determine
exhaust flow from airflow:
             WEZ = 1.006 W1Z

-------
Report No. WR-ER8
Appendix B
Page 4
Bag Sample Calculations
      Table B-l gives the results of bag sample measurements
using the equations of Appendix A.  Total vehicle distance
over nine cycles is 7.575 miles.

Continuous Sample Calculations
      Tables B-2 and B-3 are samples of continuously
recorded emissions of CO, CO2» and CHx during one cycle
of a nine cycle run.  Concentrations were read at seven
established points in six of the nine cycles according to
standard procedure(fi).  These values were multiplied by
weighting factors and summed for each cycle.  A sample of
this calculation is shown in Table B-2.
      The resulting ppm for each constituent, cycle, and run
are shown in Table B-3.  Using the equations of Appendix A,
the mass contribution of each cycle is computed and these
are added for each run.  The vehicle distance for six out of
nine cycles is 5.050 miles and this figure is used to determine

-------
            TABLE B-l
MASS EMISSIONS FROM BAG ANALYSIS
Run
No.


3



4



Type
of
Run

9
cycles
cold
start
9
cycles
hot
start
Ma
kg


389



386



Me
kg


392



389



CO
ppm


160



125



CHX
as
C3H8
ppm
11.5



2.2



NOX
as
NO2
ppm
41



56



CO
g


60.6



47.0



CHX
as
CHi.85
a
6.5



1.2



NOx
as
N02
a
25.5



34.6



CO
g/
mile

8.0



6.2



CHX
g/
mile

0.85



0.16



NOX
g/
mile

3.4



4.5



                                                                n
                                                                ft
                                                              K- I

                                                              xs

-------
                               TABLE B-2


EMISSION CONCENTRATIONS,  CONTINUOUS ANALYSIS,  CYCLE NO.  3, RUN NO. 4
Reference
Mode
Idle
O-25 mph
30 mph
30-15 raph
,- 15 mph
15-30 raph
50-20 mph
Total
6
Weighting
Factor
.042
.244
.118
.062
.050
.455
.029
1.000
Recorded
CO2
pet
1.33
1.57
1.45
1.32
1.35
1.71
1.39

CO
ppm
110
100
70
110
100
90
120

CHX
ppm
3.6
3.1
3.2
5.9
3.1
3.0
10.5

Weighted
CO
ppm
4.6
24.4
8.2
6.8
5.0
41.0
3.5
93.5
CHX
ppm
.151
.756
.378
.366
.155
1.365
.305
3.476
3
p. rt
h1-
X 5S
  O
CD •
                                                                                      f

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                                           Report No. WR-ER8
                                                 Appendix B
                         TABLE B-3

          MASS EMISSIONS FROM CONTINUOUS ANALYSIS
Run
cle
1
2
3
4
6
7
Ma
(fed)
48.04
42.54
42.37
42.43
42.99
42.16
CO
ppm
132.10
80.02
73.03
70.32
75.37
79.82
CHX
ppm
23.85
12.005
9.751
8.639
6.853
6.348
q
6.170
3.310
3.008
2.901
3.151
3.272
Q
1.655
.738
.597
.530
.426
.387
    Total                                     21.812     4.333
1
2
3
4
6
7
47.69
43.68
42.44
42.53
42.24
41.30
234.2
124.3
93.5
85.3
71.6
86.3
4.756
4.050
3.476
3.772
2.990
4.129
10.860
5.279
3.858
3.527
2.941
3.466
.328
.256
.213
.232
.183
.246

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                                          Report No. WR-ER8
                                                     Page 1
                         APPENDIX C
                     LIST OF EQUIPMENT

Analysis Equipment Cart
      Beckman Infrared Analyzer Model 1R315
      Beckman Hydrocarbon Analyzer Model 108A
      Honeywell Electron!* 194 Recorder
      Brooks E/C Flowmeter 500 cc/min
      Neptune Dyna-Pump Model 4K

Oil Heating System
      Chromalox NWHO-215 Heaters
      Procon Pump

portable Engine Console
      Hewlett Packard Frequency Meter Model 500B
      Honeywell Electronik 194 Recorder
      Anadex Counter-Timer Model CF-203R
      Leeds and Northrup Speedomax H Thermocouple Indicator

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                                           Report NO.  WR-ER8
                                                      Page 1
                          APPENDIX D
               STATISTICAL ANALYSIS OF CO2  ERROR

      The statistical analysis of  CO2 error was performed
using the Cypherstat computer program of the Cyphernetics
Corporation, Ann Arbor, Michigan on a time sharing computer
terminal at Williams Research Corporation.
      The measured and calculated  CO2 concentrations and
the difference, CO2 error, are listed in Table D-l for the
data points underlined in Fig. 14  (refer to Accuracy of
Data, page 8).
      A summary of the statistical properties of CO2 error
is given in Table D-2 and a histogram in Table D-3.  The
chi square test for goodness of fit to a normal distribution
is summarized in Table D-4.  The Yates corrected chi square
value of 5.105 implies that this data represents a sample of
a normal population which does not deviate more (have a
larger chi square value)  than 82 percent of all samples from

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Report NO. WR-ER8
Appendix D
                               TABLE D-l

                          CO2 CONCENTRATIONS


00100
00101
00102
00200
00201
00203
00204
00205
00206
00207
00208
00209
00210
0021 1
00301
00302
00303
00304
00401
00402
00403
00404
00405
00406
00407
00501
00502
00503
00504
00505
00601
00602
00603
00604
00605
00701
00702
00703
00704
00705
00706
Data
Code
1
1
1
2
2
2
2
2
2
2
2
2
2
2
3
3
3
3
4
4
4
4
4
4
4
5
5
5
5
5
6
6
6
6
6
7
7
7
7
7
7
Data Meas .
Pt. CO2
4 2
28 2
29 2
1
2
3
4
5
6
7
8
9
10
11
21
22
23
24
37
38
39
40
41
42
43
58
63
64
65
66
15
18
20
21
22
23
24
26
27
.650
.720
.920
200
250
250
070
030
.140
.290
.200
.430
.480
.460
.370
.210
.640
.980
.070
.220
.270
.420
.650
•020
. 1 90
.450
.370
.480
.580
.780
.230
.280
.170
.250
.450
.310
.430
.160
.020
28 0*980
29 1 .250
CalC.
C02
2.550
2.680
2.890
1 .100
1 .140
1 .140
0.990
0.900
1 .130
1 .130
.140
.220
•220
.160
.380
.090
.690
.710
0.950
1 .120
.160
.250
.400
.680
.170
.340
.370
.350
.430
.480
.170
.190
.250
.290
.360
0.880
1 .020
0*940
0*760
0*800
1.100
C02
Error
0.100
0*040
0*030
o.ioo
0.110
0*110
0.080
0.130
0.010
0*160
0*060
0*210
0*260
0.300
•0.010
0*120
•0.050
0.270
0*120
0*100
0*110
0*170
0*250
0*340
0*020
0*110
0*0
0 • 1 30
0*150
0*300
0*060
0*090
•0*080
-0*040
0*090
0*430
0*410
0*220
0.260
0*180
0*150


12.000
10-800
1 0 • 600
12*000
12*200
12*200
1 1 * 600
1 2 * 600
10.200
13.200
11 .200
14.200
15.200
16.000
9.800
12*400
9.000
15*400
12.400
12.000
12.200
1 3 . 400
15*000
16*800
10*400
12.200
10*000
1 2 • 600
13.000
16*000
11.200
11 .800
8*400
9*200
1 1 .800
18*600
18.200
14*400
15*200
1 3 * 600

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TABLE D-l
                                     Report NO, WR-ER8
                                            Appendix D


00800
00801
00802
00803
00804
00805
00806
00807
00808
00809
00810
0081 1
00812
00813
00814
00815
008 1 6
00817
00818
00819
00820
00821
00901
00902
00903
00904
00905
00906
01001
01002
01003
01004
01005
01006
01101
01 102
01 103
01 104
01105
01106
01201
01202
Data
Code
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
9
9
9
9
9
9
10
to
10
10
10
10
1
1
1
1
1
1
12
12
Data
Pt.
9
10
11
12
13
14
15
16
17
18
19
22
23
24
26
27
28
29
30
31
32
33
23
24
25
26
27
. 28
3
14
15
16
17
18
71
72
73
74
75
76
10
1 1
Meas.
C(>2
2.330
2.270
2.580
2.540
2.580
2.800
2.270
2.740
3.070
2.570
3.070
3.230
3.600
2.470
2.750
3.000
3.290
3.670
3.830
3.570
3.370
2.950
2.380
2.550
2.780
3.150
2.280
2.400
2.480
2.680
3.700
3.630
2.930
4.200
2.190
2.190
2.230
2.420
2.580
2.800
0.016
0.025
Calc.
C02
2.430
2.270
2.320
2.310
2.360
2.450
2.040
2.720
2.760
2.470
2*980
3.160
3.240
2.350
2.530
2.770
3.1 10
3.280
3.440
3.360
3*050
2.720
2.510
2.650
2.810
3.130
2.480
2.520
2.480
2.440
3.230
3.050
2.700
3*610
2.240
2.240
2 .230
2.450
2.670
2.9,40
0.0
0*0
C02
Error
-0 . 1 00
0.0
0.260
0.230
0.220
0.350
0.230
0.020
0.310
0*100
0.090
0.070
0.360
0*120
0.220
0.230
0.180
0.390
0*390
0.210
0.320
0.230
-0.130
•0.100
-0.030
0.020
-0.200
-0 . 1 20
0.0
0.240
0.470
0.580
0.230
0.590
-0.050
-0.050
o.o
-0.030
-0.090
-0 . 1 40
0.016
0.025


8.000
10.000
15.200
14.600
14.400
17.000
1 4 . 600
1 0 • 400
16*200
12.000
1 1 .800
11 .400
17.200
12.400
14*400
14.600
13.600
17.800
17.800
14.200
16*400
14*600
7.400
8*000
9.400
10.400
6.000
7.600
10*000
14.800
19.400
21 .600
14.600
21.800
9.000
9.000
10.000
9.400
8.200
7.200
10.320

-------
Report No. WR-ER8
Appendix D
                                 TABLE D-2
                    STATISTICAL SUMMARY OF CO2 ERROR
    TALLY 0Fl C02ERR
     ADJ N=
     MEAN «
     SUM  »
     SUMSQa
     MIN  «
     MAX  "
   83
    0.13567
   11 .26100
0.371610+01
   •0.20000
    0.59000
     USING (ADJ N)

      VAR =   0.26364E-01
      SDEV"   0.16237E+00
              USING (ADJ N)-l

              0.26686E-01
              0.16336E+00

-------
   Report No. WR-ER8
   Appendix D
                           TABLE D-4
                  CHI SQUARE TEST OF CO2 ERROR
CHIFIT OF:
 AGAINST A
 VAR *
 N   =

CHISO=
CHISQs
OF   =
          C02ERR
          N0RMAL CURVE
            0.1357
            0.0267
           83.0000
                       WITH
         7.2206
         5.1052
         9
               (UNC0RRECTED)
               (WITH YATES CORRECTI0N)
 CRITICAL CHISQ VALUES AT«
  95* CONFIDENCE a 3.3251
  90* CONFIDENCE * 4.1682
 N0
     INTERVAL
          LOW
               ENDP0INTS
                    HIGH
ACTUAL
 C0UNT
EXPECTED
   COUNT
CONTRIBUTION
USING YATES
 3
 A
 5
 6
 7
 8
 9
10
  1 -»2QOOE+36
  2 -.19IOE*00
    -.I094E+00
    O.S400E-01
    0.13&7E+00
    0.2990E*00
    0.3807E*00
              -•1910E+00     1.0    1.8841
              -.1094E*00     3.0    3.6603
              -.2768E-01    10.0    7.6277
              0.5400E-01    13.0   12*4334
              0.1357E+00    20.0   15.8945
              0.2174E+00     8.0   15.8945
              0.2990E+00    14.0   12.4334
              0.3807E+00     7.0    7.6277
              0.4684E+00     4.0    3.6603
              Q«2QOOE+36     3.0    1.8841
                        0*0783
                        0.0070
                        0.4596
                        0*0004
                        0.8179
                        3.4401
                        0.0915
                        0.0021
                        0.0070
                        0.2013

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                                            Report No. WR-ER8
                                                   Appendix D
                            TABLE D-3
                     HISTOGRAM OF CO2 ERROR
TAB I  0FI C02ERG

 N(IN HISTOGRAM)
 NKSlISSING DATA)
 N(0UTS1DE (0-99>)
 N T0TAL
         83
          0
          0
         83
                    MEANs
                    M0DE=
                                   12*3735
                                   12
SDEV*   3.1995
                            0NE * -
                                0*50 0BSERVAT10NS
 N

 1
 3
 4
 7
12
 7
13
 6
11
 5
 5
 4
 2
 1
 0
 2
         PCT  VAL
 1 .20
 3.61
 4.82
 8.43
14.46
 8*43
15*66
 7.23
13.25
 .6.02
 6.02
 4.82
 2.41
 1 .20
 0.0
 2.41
  6)
  7)
  8)
  9)
                  0

                  -**
                  5*00
                     10*00
15.00
20
            00
            .4.
                  -********
(10)
(11)
(12)
(13)
(14)
(IS)
(16)
(17)
(18)
(19)
(20) -
(21) -****
                  .********4i*
                  .*4i********
                  .********
                  -****
                  -**

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STANDARD TITLE PAGE l- R0port Mo-
•ftm TECHNICAL REPORTS APTD-0577
"*rTtt»<* and SuMrtle
,£xhaust Emissions from "Will tarns (Research Con
Gas Turbine Engines
y.StyAyfytyfygyfat/ 3. Recipient's Catalog No.
5. •Report Date
t\t\ J «. i vn p Performing Organization Code
/. Alfreds) ^ 8. Performing Organization Rept. No.
WR-ER8
Williams Research Corporation
g?00 West Maple Road
Walled Lake, Michigan 48088
••• «p0^Mt^n0 Agency IWNM wo AOOCVM
National A1r Pollution Control Administration Te<
411 .West Chapel H111 Street
Durham, North Carolina 27701
Ifc Proiect/Tatk/Work Unit No.
KI. Contract/Grant No.
CPA 22-69-84
13. Type of Report & Period Covered
:hn1cal Center
14. Sponsoring Agency Code
•
ICMttMts xhe exhaust emissions of several different models of gas turbine
development or in production were measured, •». The emissions measured were c
carbon monoxide, unburned hydrocarbons, and the oxides of nitrogen. The r
Aea.ted in a generalized form relating emissions to fuel air ratio and engii
thrust. Techniques were developed to convey exhaust samples from engines ii
analysis equipment located elsewhere. Measurements were also made of the em
are inherently low polluters in carbon monoxide and unburned hydrocarbons
other types of engines of the same power output. Transient engine operatic
many times the CO and hydrocarbon emission that steady state operation pro*
load, engine operation produces more CO and hydrocarbon emission than full
opposite is true of the oxides of nitrogen. The oxides of nitrogen are the
emission problem of gas turbine engines with respect to proposed emission
IITilnii IM«JaiMl n 	 - -t AMfciali (•( t^*rrli*i*im i *. c
system is nece
Air pollution unburned hydro
engines under
arbon dioxide,
esults are pre
ne power or
ti test cells to
Lsslons from a
rbine engines
compared to
HI produces
iuces . Part
Load . The
most serious
:ontrols. Satis
sllutants from
as turbine engines. A heated sampling
ssary to prevent deterioration of the
carbon sample between engine and analyse
Gas turbine engines
Exhaust emissions Thrust Auxiliary power plants
Carbon dioxide Gas sampling ,,
Carbon monoxide • Metier vehicle engines
Hydrocarbons Surges
Nitrogen oxides Loads (forces)
Fuel consumption Heat. transfer
Air flow Turbojet engines
Power^ Turbo fan engines
WR 24-6 Turbojet engines
WR 9-7 Auxiliary Poster. Uttit
WR 19 Turho£*n engines ;
131L Industrial engines
131Q Motor vehicle engines
Ifc. OOUTI new/Ore** 13/02,' 21/05


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21. No. of Pages
95
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