TELEDYWE
CONTINENTAL MOTORS
FINAL REPORT
BY:
JOSE F. REGUERIRO
ENV1RONMEMTAL PROTECTiOM AGEMCY
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~"'TELEDYNE
CONTINENTAL MOTORS
MUSKEGON. MICHIGAN
REPORT NO.- 635
OCTOBER 22, 1971
c
\.-
COlLECTIOU\!
AND ASSESSMENT
OF AIRCRAFT EMISSIONS - ~'.~L" ~.:~.---~
. FINAL REPORT
BY:
JOSE F. REGUERIRO
ENVIRONMENTAL PROTECTION AGENCY
CONTRACT 68-04-0035
Approved:
u:4.~o/
Written by:
H.D. COX
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Report No. 635
. .
FOREWORD
This Teledyne Continental Motors Report No. ,635, documents
the results of a 4-1/2 month research study of aircraft engine
emissions to determine the pollution levels at various engine
operational conditions. The work performed under the direction
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TABLE OF CONTENTS
SECTION 1 - SUMMARY
SECTION 2 - CONCLUSIONS
SECTION 3 - RECOMMENDATIONS
SECTION 4 - DISCUSSION
SECTION 5 - ENGINE DATA
SECTION 6 - EQUIPMENT AND INSTRUMENTATION
SECTION 1 - PROCEDURE
SECTION 8 - CALCULATIONS
~ECTION 9 - RESULTS AND RESUME
SECTION 10 - APPENDIX A
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SECTION 1
SUMMARY
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..
Report No. 635
Five engines ea-:-"'- of four different models of aircraft engines
manufactured by Teledyne Continental Motors were tested for gaseous
emissions (NO, HC, and CO). All of these engines, except one GTSIO-520-H
(S /N188284), were new engines, w tt:h only the "Green Run" having been
performed. Total time on these engines was less than five hours.
SECTION 1 - SUMMARY
A total of 43 tests were performed following a 13 mode test cycle.
The engine models and number of tests per model we re as follows:
0-200-A
9 Tests
0-470-R
11 Tests
IO-520-D
10 Tests
GTSIO-520-H -
13 Tests
In. addition, two tests were performed to de'termine the effect of
installing the sample probe in different locations. One test was conducted
to determine the effects of various air /fuel ratio settings (power, fuel
consumption, emissions, temperatures) on an engine at take-off power.
A 13 mode test cycle was adopted as representative of a standard
flight. The following modes were considered: .
1.
Cold Start
2.
Idle - Taxi - Low
3.
Idle - Taxi - High
4.
Run-Up
5.
Acceleration to 1000/0 power (Transition)
6.
Full power Take-Off
7.
Take-Off to Climb (Transition)
8.
Climb Rich - 75% power (100% For 0-200-A)
9.
Climb Lean - 150/~ power
10.
Pattern - 40% power
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Report No. 635
Section 1
11.
Idle - Taxi
12.
Shutdown (Trans ition)
13.
Hot Start (After 5 minute "soak")
From the above test, it was soon determined that bank-to-bank emission
levels were consisteq.t, and the probe location was left as intended, 3 feet down-
stream of the last cylinder port in the particular bank being measured. For the
turbocharged GTSIO-520-H, a location 3 feet downstream from the turbine
discharge was standarized.
Transition mode mass emissions (Modes 5, 7 and 12) were determined
impos sible to evaluate quantitatively using continuous sampling techniques.
Considering the low time-percentage employed in these modes, further
readings we re discontinued after enough information was obt ained to establish
transient mode trends.
Table 1. I indicates the time in each mode for a particular engine model
and the time percentage (hereinafter referred to as Weight Factor- WF).
TABLE I. 1
.\ VERAGE FLIGHT CYCLE
ENGINE TIME IN MINUTES AND WEIGHT FACTORS ARRIVED AT
AFTER INCORPORA TION OF LOW-TIME TRANSIENT MODES INTO ADJACENT MODES
0-200-A &O-470-R IO-520-D & GTSIO-520-H
% %
TIME % TIME WF TIME % TIME WF FIN AL
MODE
MODE 1 2 3. 4 I 2 3 4 NUMBER
1 COLD START I. 00 4.47 I. 00 4.47 2.00 8.16 2.00 8.16 I
2 IDLE-TAXI-LOW 2.00 8.95 2.00 8.95 2.00 8.16 2.00 8.16 2
3 IDLE-TAXI-HIGH 3.00 13.42 3.00 13.42 3.00 12.24 3.00 12.24 3
4 RUN - UP 1. 00 4.47 1.00 4.47 2.00 8.16 2.00 8.16 4
5 ACCELERATION .05 .22 .07 .29
6 TAKE-OFF .25 1. 12 . 30 1. 34 .35 1. 43 .42 1.72 5
7 T. O. TO CLIMB .03 .12
8 CLIMB-RICH 6.00 28.65 6.00 28.65 3.00 12.24 3.03 12.37 6
9 CLIMB-LEAN 3.00 12.24 3.00 12.24 7
10 PATTERN 6.00 28.65 6.00 28.65 6.00 24.49 6.00 24.49 8
II IDLE-TAXI 3.00 13.42 3.05 13.64 3.00 12.24 3.05 12.45 9
12 SHUTDOWN .05 .22 .05 .2 I
22.35 99.99 22.35 99. 99 24.50 99. 98 24.50 99.99
I
2
3
TIME ON EACH MODE
TIME PERCENTAGE ON EACH MODE
TIME ON EACH MODE, AFTER REINCORPORATION OF LOW-TIME
TRANSIENT MODES INTO ADJ ACENT MODES
TIME PERCENTAGE ON THE READJUSTED MODES, HEREINAFTER REFERRED
TO AS WEIGHT FACTOR OR WF
4
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Report No. 635
Section 1
Average weighted results for the different engine models are expres sed
in Table 1. 2.
Table 1. 2
Flight Cycl e Mass Emissions Average Weighted Values
o -200-A Engine Model
gm/minute
gm/cycle
gm/lb. fuel/cycle
NOZ
.31
7.02
.51
HC
2.99
66.9
12.5
0-470 -R Engine Model
gm/minute
gm/cycle
gm/lb. fuel/cycle
1. 49
33.4
L 34
8;06
180.0
22.6
to-520-D Engine Model
gm/minute
gm/cycle
gm/lb. fuel/cycle
4.47.
99.8
3.09
13.4
300.0
36. 7
GTSIo-520-H Engine
gm/minute
gm/cycle
gm/lb. fuel/cycle
Mod e 1
3."98
88.9
2.23
7.18
160.0
10.5
CO
143
3191
298
214
4790
292
216
4821
249
450
10,060
331
Total
146
3265
311
224
5003
316
Z34
5221
289
" " 461
10,309
344
Analysis of weighted mass emissions over the adopted cycle (Table 9.39)
shows that climb (rich and lean) and pattern modes contribute over 85 per-
cent of the N02 mass emissions. The mass emissions of HC are significant
at all load points, and over 75 percent of the CO emissions can be accounted
for in the climb and pattern modes.
A comparison of all engines of the basis of true brake specific mass
emissions (gm/BHP-Hr.), not weighted, on the high load points, is included
in Table 1. 3. A brake specific mass emission evaluation of the low load
points was not felt to be meaningful because of the many variables involved.
The takeoff point is, after weighting, of such low importance that it is not
considered in Table 1. 3.
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Report No. 635
Section 1
Ta ble 1. 3
Unweighed Brake Specific Mass Emissions, gm/BHP-Hr.
O-ZOO-A Engine Model A IF Ratio NOZ HCT CO
Climb-Rich- 10.83 . 59 3.6 228
Pattern 9.41 .20 4.2 174
0-47-R Engine Model
Climb-Rich 11.81 1. 59 2.5 160
Pattern 11. 22 .90 4.4 211
IO-520-D Engine Model
Climb-Rich 10.39 L 15 3.7 193
Climb-Lean 12.90 8.67. 2.3 46
Pattern 8..69 .54 20 389
GTSIO-520-H Engine Model
Climb-Rich 10.67 .72 2.0 254
Climb-Lean 12. 72 3.77 1.9 115
Pattern 11. 30 1. 89 2. 1 192
Transient modes we re evaluated qualitatively by reviewing transient
NO and CO traces. With the exception of brief excursions of traces due ~
to instantaneous air Ifuel ratio variations, the inflight and takeoff transients
can be approximated by a mean average of the end points. In the case of the
cold start, a point two minutes after starting was considered as "average. "
A special series of tests was conducted with the GTSIO-520-H engine to gain
some insight into possible future approaches to reduce exhaust emissions. Tests
we re conducted at each mode (except full rich takeoff, full rich climb, and leaned
out climb), both at full rich and "best power'! settings. At the light load points,
the results show considerable scatter,' due to the many operating variables
involved. Fairly consistent results were obtained on the pattern mode and are
presen:ed in Table 1.4 (condensed from 9.36).
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Table 1.4
Report No. 635
Section 1
Exhaust Emissions as a Function of A/F Ratio. .
Mass Emissions (gm/Hr) and Brake Specific Mass Emissions
(gm/BHP-Hr) during Pattern Mode with GTSIO-520 Engines.
A/F
Condition
Full Rich Setting
Best Power Setting
Totals
(3 )
(4 )
(5 )
10.64
12.37
11. 30
(1)
(2)
(3)
(4)
(5 )
gm/Hr.
gm/BHP-Hr.
Average of 8 Runs
Average of 5 Runs
Average of All 13 Runs
N02 HC' CO
(1) (2) (1) (2) ( 1) (2)
129 .76 406 2.37 42982 251
649 3. 70 281 1. 60 17319 98
330 1. 89 358 207 33111 192
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SECTION 2
CONCLUSIONS
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2. 1
2.2
2.3
2.4
2.5
2.6
Report No. 635
SECTION 2 - CONCLUSIONS
The differences between samples taken from each bank of the
0-200-A engine re suIt from different A IF ratios and power levels,
and are well within the range of instrument variance and engine
operating variables, (Test 4-1-4).
Differences in samples taken at the turbine exhaust and waste
gate exhaust with one GTSIO-520-H engine (Test 41-3-2) are
very small and well within the normal spread attributable to
variables in engine and equipment operation.
Because of the varying response times of the instrumentation,
only qualitative evaluations of the transient modes is possible
using a continuous sampling technique.
l
,
Transient mode emissions contribute little compared to the
total cycle emis sions.
Over 75 percent of NO and CO emissions are produced in the
climb and pattern modes.
Mass emission levels of hydrocarbons were significant in all
modes.
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SECTIO~ 3
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3. 1
3.2
Report No. 635
,
SECTION 3 - RECOMMENDATIONS
Evaluation of Aircraft Piston Engine Exhaust Emissions
should be based on only steady state engine operating
mode s .
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Transient modes should not be considered.
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SECTION 4
DISCUSSION
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Report No. 635
SECTION 4 - DISCUSSION
4. 1
Basic Considerations Regarding Emissions From Throttled
Gasoline (Otto) Engines
Mass emissions from any type of powerplant are a function
of the pollutant concentration and the exhaust mass flow rate.
With the Otto engine, this second term is a direct function of
engine speed and indicated load. This general statement can be
represented by the equation:
Mass Emissions (gm/Hr) = f (Cone x RPM x Load)
. .'- Nitrous Oxides Mass Emissions:
NO concentration is load dependent for a constant A IF ratio.
For a constant load, with A IF ratios below stoichiometric, the
concentration increases with the A IF ratio. In broad terms,
equation (a) could be rewritten:
NOZ (gm/Hr) = f (A IF x RPM x Loadx)
with E~ponent (x) being larger than
1. This term varies with engine de sign.
Equation (b) only applies for A/F Ratios richer
than stoichiometric.
Unburned Hydrocarbons:
The concentration dep ends on A IF Ratio. For mixtures
richer than stoichiometric, the concentration is inversely propor-
tional to A IF Ratio. For any given A/F Ratio, the concentration
is inversely proportional to load (higher load = higher cylinder
. wall temperatures = reduced unburned hydrocarbons). A general
hydrocarbon mass emission equation can be written:
HC (gm/Hr.) = f (! x RPM x LoadY)
A
with Exponent (y) being somewhat less than
unity. This exponent is dependent on engine
design.
- 1 -
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(a)
(b)
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?.eport :\0. 635
S:::-ction -i
Ca rbon Monoxide:
The concentration is inversely proportional to A IF Ratio, for
mixture s r.iche r than stoichiometric. For a constant A IF Ratio, the
concentration is not load sensitive. The general formula can be
rewr itten:
co (gm!Hr. ) = f (~ x RPM x Load)
From the above considerations, a general conclusion can be drawn
ior emissions from a throttled gasoline engine:
Low Speed, Light Load Mass Emissions for NQ2, HC, and
CO (gm/Hr. ) are in General, and Within Reasonable Ranges
of A IF Ra1:ios, Only a Very Small Part of the High Speed -
High Load Emissions Rates. .
-i. 2
Transient Conditions
.;. 2. 1
Cold Start:
To obtain a proper evaluation of the emiss ions impact of an engine
under starting conditions, the general statement made in Paragraph 4.1
above must be kept in perspective. From Table 1. 1, the cold start
mode averages a maximum of 8.2 percent of the cycle time. Even with
the very rich A IF Ratios used for starting, the overall (weighted)
emissions impact of this mode is no more than 10 percent of the total
cycle emissions (see Table 9.39).
In an attempt to time correlate emissions during cold start, some
tests were performed with the 0-200's and 0-470's, whereby emissions
readings were taken at 10, 70, 130 and 190 seconds after start-up
(Tests 5-1-5 to 12-2-2). From these tests, NO and CO levels remain
basically unchanged. Test 7 -2 -1 shows a 40 percent reduction in
hydrocarbons after three minutes, if the engine fires consistently.
Figure 9.2 in Section 9 shows the results of this test. If the engine
misses, the HC levels behave erratically, apart from being quite high
due to the raw fuel being sucked by the FID from the exhaust stream.
The line "hang-up" due to this occurrence invalidates all data taken
under miss ing conditions. Taking all of these factors into consideration,
for the rest of the tests only one reading was taken, two minutes after
start-up. This was considered an accurate average point.
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4.2.2
Report No. 635.
Section 4
Acceleration and Take-Off to Climb:
From a practical standpoint, these two modes can be
discounted because ofthe very low time element involved (2 to 4
seconds each per cycle). From Table 1. 1, the time percentage
for each is from one tenth to three tenths of one percent. Tot al
mass emissions from the two modes combined, for anyone
engine, would not be more then 1 or 1. 5 percent of the total
cycle mass emissions. On the other hand, because of the slow
instrument responses and the different response times, coupled
to the inability to relate concentration values to speed, torque,
air consumption and fuel consumption, a proper evaluation is
determined impossible with the present techiniques. An
attempt was made, however, to study the events taking place.
Figures 9.3 and 9.4 show CO and NO concentration traces
during the acceleration mode (#5). From Figure 9.3 it is in-
teresting to note that the shape of the transient traces during
tests 6-1-6 and 7-2-1 are very similar, even if they were
obtained with different engines.
The traces from test 8-2-2 also resemble those already
mentioned, but the trace from 5 -1- 5 is diffe rent. Some cor-
relation may be obtained between CO (A IF Ratio) and NO from
these traces, with NO sharply increasing or decreasing with
increases or decreases in CO (obviously from instantaneous
lean or rich mixtures, respectively). The shape of these sharp
peaks (or absence of, like in 5 -1-5) is directly related to the
manner in which the operator moved the throttle lever, and the
carburetor characteristics. Smooth movement of the lever
should result in a smooth trace (5 -1-5). A quick jab of the lever
could be envisioned as the reason for the jagged traces from 6 -1- 6,
7-2-1 and 8-2-2.
An analysis of the traces in Figure 9.4 also show the ups and
downs for Test 10-1-2 that were explained above. Test 9-1-1
. shows the same pattern but with larger peak to peak values. Since
this engine is fuel injected, the momentarily leaner mixture cau-
sing the increase in NO and the decrease in CO could be due to a
short time lag between the opening of the throttle and the final
increased fuel delivery. This system does not have the "accel-
erating pump" found in conventional carburetors.
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?,-=:-::::Jrt :\0. 635
Scc:ion4
In general, as already explained, these instantaneous variations.
in concentration cannot be related to instantaneous variations in air
How through the engine. On.ly the concentration is known, but not the
emis s ions mas s flow rate. On this basis, applying good judgment of
engine and emissions behavior, the best evaluation would be to say
t1:at the mass emission levels are no higher than any of the end condi-
tions bracketing the transient and more like an average between said
end c ond itions.
4.2.3
Shutdown:
The same technical (instrumental) considerations applied to 4.2.2
can also be applied here. In addition, a measuring problem is presented
by the unburned hydrocarbons laying in the exhaust system which continue
showing an instrument reading long after the engine is down. For the
above reasons, evaluation using continuous sampling techniques is not
possible, and the statement regarding the possibility of mass emissions
levels being somewhat in between the two end conditions does not apply
either. Analyzing the true events, however, shows NO and CO go to
zero at ignition cut-off, with a few grams of HC remaining (raw fuel) and
finally being evaporated over a period of time (engine heat and fresh air
entering the exhaust system). In general, because of the fuel cut off
capabilities of the system, the events involved contribute no more to the
airport pollution problem than a few drops of fuel spilled on a runway.
4.2.4
Hot Start:
..
Ope ration is not greatly different than cold start. CO and HC depend
on A IF Ratio and engine operation. No changes in NO levels could be
observed. This mode was maintained through all tests. Results are
tabulated in the data sheets and results summaries (Sections 9 and 10)
bl:t not included in Tables 9. 39 and 9.40 because of the similarity to
the cold start, the low importance of the problem, and the fact that
a hot start was not considered to be a part of the hypothetical cycle.
An observation is due here regarding the high hydrocarbon concen-
tration levels observed during some runs, especially the cold and hot
starts. The engines tested (with one exception) were all new with only
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Report No. 635
Section 4
the "green run" time on them. With the heated FID and heated
sample line used for this project, the total hydrocarbons measured
also include the "heavy" hydrocarbon ends resulting from consump-
tion of the lubricating oil that would have gone undetected if NDIR
or.unheated FID had been used for analyzers. A study of the
relative contribution of lubricating oil consumption to the unburned
hydrocarbons during the cycle is beyond the scope of this project.
4.3
Instrumentation
. A few words are in order here regarding instrumentation and
reading accuracy. . Analysis of the data shows scatter of the
results. This scatter could be due either to instrument and opera-
tional errors or to the multitude of variables affecting engine
operation (atmospheric temperature, pressure', humidity, A IF
Ratio, torque, RPM, engine friction and oil consumption, small
timing variations, etc.). Close examination of the results under
high load conditions, when the effects of the second set of variables
on the engine would be minimal, shows much greater consistency
and little scatter. The curves in Figure 9.1, plotted from run
#43-5-2, are smooth with little scatter between points.
Figure 9.5 has been plotted as an extra aid in defining possible
instrument and operational errors. Since mass emissions are
calculated from five different reading.s (concentration, torque, engine
speed, air flow, fuel flow) plotted against A IF ratio (resulting from
two readings), the 14.9 percent maximum average deflection is well
within acceptable limits. Eliminating eight outlying points out of a
total of 37, the remaining 29 (78. 4 p~rcent) show an average deviation
of only 2.6 percent, with a maximum average deviation in any single
curve (N02) of 4.5 percent. This analysis establishes the high level
of instrument and operational accuracy at high load, where the effects
of uncontrolled variables on engine operation and emis sions charac-
teristics are minimal. On this basis, data scatter at light load
must then be tied to the effect of operational variables affecting
exhaust emissions, and not to instrument or operational errors.
A cros s reference check of Teledyne Continental; s instru-
mentation was-conducted by Environmental Protection Agency. A
series of unknown gases were analyzed by Scott Laboratories,
E. P. A., and TCM. The results of this exercise, as reported by
E. P. A., appear in tabulated form as Table B-1 of Appendix IIBI1.
A picture of the emissions instrumentation is also included
as Figure 6. 1 of Section 6.
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SECTION 5
ENGI~[E DATA
)
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Report No. 635
SECTION 5 - ENGINE DATA
0-200-A 0-470-R IO-520-D GTSIO-520-H
Number of Cylinders 4 6 6 6 I
\
Bore 4-1/16 5 5-1/4 5-1/4 r
.
,
Stroke 3-7/8 4 4 4 ~
Compression Ratio 7.0: 1 7.0: 1 8. 5: 1 7.5: 1
pis:;on Displacement (In3) 201 471 520 520
Rated Power (Sea Level) 100 230 300 375
'..
Rated RPM -. 2750 2600 2850 3400
Induction System N.A. N. A. N. A. Turbocharged
Fuel System Carbureted Carbureted Fuel Inj. Fuel Inj.
Propeller Drive Direct Direct Direct Gear Reduction
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SECTION 6
EQUIPMENT AND. i
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Report No. 635
SECTION 6 - EQUIPMENT AND INSTRUMENTATION
.
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6. 1
Engine s:
. ~
SIN
~ i
Mode 1
~ '
0-200-A
213451
213504
213483
213500
213474
0-470-R
211305
211302
211280
211317
211333
IO-520-D
159850
159977
159982
159983
159987
GTSIO-520-H
188284 .
210206
210219
210221
210212
6.2
Engine Testing Equipment
Engine Test Cell #23 was used with the following equipment:'
1.
Standard Electric Time Co. Chronotachometer, Type SG.
SIN 5745
2.
Honeywell Electronic 15 Brown Potentiometer.
Model No. 156l8836-48-01-1-000~061-060-168-203
SIN C8203425 001
3.
Fischer Porter Rotameters
SIN 5706-A2106-A6, Range 4-20 Lbs/Hr.
SIN 6406-A2112-A4, Range 30-330 Lbs/Hr.
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.?eport :;\0. 635
S,cction b
4.
Ashcroft Duragauge 0-200 psi, No Model or SIN
5.
Ashcroft Duragauge 0-60 psi, No Model or SIN
6.
Garwin Gauge 2-20 psi, No Model or SIN
Engine Test Cell #24 was used with the following 'equipment:
10.
11.
12.
13.
14.
15.
16.
7.
Standard Electric Time Co. Chronotachometer. Type SG, SIN 6313 .
8.
Honeywell Electronic 15 Brown Potentiometer
Model No. 15618836-48-01-1~000-061-168-060
SIN F9282948002
9.
Fischer Porter Rotameters
SIN 603-A3561-A6, Range 4-20 Lbs/Hr.
SIN 735-P-E1-1699, Range 10-100 Lbs/Hr.
SIN V-1399/2, Range 40-320 Lbs/Hr.
Leeds and Northrup Potentiometer
Model No. 8694-2
High Temperature Thermocouples'
a} SIN 1774554
b} SIN 1774557
Ashcroft Duragauge 0 -200 psi, No model or SIN
Ashcroft Duragauge 0-60 psi, No model or SIN
Garwin Gauge 2-20 psi, No model or SIN
Lebow Associates Torquemeter
Model No. 1308
SIN 108
Lebow Associates Torque Digital Indicator
Model No. 7510
SIN 1 9
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Report No. 635
Section 6
17. Lebow Associates Torquemeter
Model No. nOB-12K
S IN 11 9
lB. Lebow Associates Torque Digital Indicator
Model No. 666
SIN 17 9
19. Meriam Laminar Flow Element
Model No. 50MC2-6FS
SIN E-18091
20. Meriam Inclinometer Type WM
Model No. 442HE25
SIN E-18092
21. Hartzell 3 -Blade Ground Adjustable Propelle r,
Type HCA2XF, SIN 133
Propeller Blade Type A-8433-36
Propeller Blade SIN: A-22250 (Two other blades unreadable).
22. Hartzell 3-Blade Constant Speed, Adjustable Blade
An~le ,Propeller, ModelHCA3VF-2, SIN BL208
Propeller Blade Design V8433 -24
Propeller Blade SIN: A39116, 115607 and 116124
23. Woodward Propeller Governor, PIN 210444, SIN 860934
6.3
Emissions Testing Equipment:
1. Scott Research Laboratories Test Console
Model 107-2, SIN 6220, Push Type Sample Train,
.', For Two Analyzers, Incorporating the following equipment:
A. Beckman Model 315-A-S NDIR NO Analyzer
Ranges: 1 - 0 to 4000 PPM
2 - 0 to 1000 PPM
Detector SiN 5159A"
"
1 0 Sample and Reference Cells
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?7::'Ort ~o. 635
Se.::ion 6
1.
J.
B.
Beckman Model 315-A NDIR CO Analyzer.
In two versions as follows:
(l)
Range 0-12.5%
Detector SIN 1329A
3/4'1 Sample Cell
2-1/2" Reference Cell
1-1/2" Filter Cell
(2)
Range 0-12.5%
Detector SIN 1329A
1/8' r Sample Cell
2 -1/211 Refe rence Cell
2-1/8" Filter Cell
C.
Mechanical Refrigeration Unit (Built in)
D.
Twin Air Controls Inc. "Dia-Pumpll Pumps
E.
Triple Flip-Top SS 70 MM Filters
F.
Double Drierite Dessicant Columns (ForNO only)
G.
Necessary Flowmeters, Valves, Solenoids, Switches, etc.
H.
Heated and Insulated SS and Teflon Sample Line
SS Probe
Honeywell Electronic 194 Dual Pen Strip Chart Recorder,
10' 1 Cha rt
2. Beckman Model 402 Heated F.1. D., Mounted in Special Console.
Heated Sample Line. .
Honeywell Electronic 194 Dual Pen Strip Chart Recorder,
1011 Chart.
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Report No. 635
Section 6
6.4
Emissions Equipment Gases:
1.
FID Burner
40% Hydrogen,
Water Pumped
600/0 Helium Fuel Gas
(Breathing) Air
2.
FID Zero and Calibration
Nitrogen Zero Gas
36 PPM n-Hexane in N2; Certified ,:t20/0
106 ..PPM n-Hexane in N2; Certified .2:.2%
208 PPM n-Hexane in N2; Certified +2%
960 PPM n-Hexane in N2; Certified ,:t2%
3.
NO Zero and CalibratlOn
99. 997% Purity Nitrogen
1900 PPM NO in N2; Certified ,:t2%
520 PPM NO in N2; Certified +2%
4.
CO Zero and Calibration
99. 997% Purity Nitrogen
.45% CO in N2; Certified ,:t2%
1. 05% CO in N2; Certified +2%
5.2% CO in N2; Certified +2%
9.75% CO in N2; Certified +2%
-------
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SECT;ON 7
PROCEDURE
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Report No. 635
SECTION 7 - PROCEDURE
7. 1
Test Numbering System:
The test numbering system consists ofthree figures:
A.
The first figure is a sequential number, indicating the
actual test number.
c.
The second figure indicates the engine number of
each pa rticular model des ignation.
The third figure indicates the test number on the
engine in question.
B.
':rhus:
36-3-5 indicates
Test #36, third engine of model in question, fifth
test on this engine.
7.2
Engine Testing:
A basic 13 mode operational cycle was adopted for all the
engines, with different speeds and certain allowances for each
model as outlined in Table 7. 1.
Table 7. I
Aircraft Engine Test Cycle
Mode Description Basic Setting Engine Speed (RPM)
0-200-A 0-470-R 1O-520-D GTSlO-520-,..,
I Cold Start 500 600 600 1500
2 Idle-Taxi-Low Low Idle, Full Rich 800 700 700 1050
3 Idle-Taxi-High High Idle, Full Rich 1200 1000 1000 1500
4 Run- Up Pre-Flight. Mag Check 1700 1700 1700 2250
Full Rich
5 Acceleration Full Throttle. Full Rich
6 Take-Off 1000/0 Powe r. Full Rich 2750 2600 2850 3400
7 Take -Off To Climb Full Rich
8 Climb 75% Power, Full Rich (B) 2450 2550 2925
9 Climb 75% Power, Lean (A) (C) 2450 2550 2925
10 Pattern 40% Power, Full Rich 1950 2000 2000 2700
11 Idle-Taxi High Id Ie. Full Rich 1200 1000 1000 1500
12 Shutdown
13 Hot Start 500 600 600 1050
~
(A)
(B)
(e)
Fuel Flow as Determined by Manufacturer's Recommendations.
Same as for Mode (6) Take-Off.
Not Considered for this Engine Model.
-------
?t.~::)Qrt No. 635
Sc' ction 7
Engine .power:
0-200-A:
Determined by characteristics of fixed pitch
propeller.
0-470-R, 10-520-D, GTS10-520-H: Determined by fixed
engine characteristics plus combination of throttle,
mixture control and propeller pitch setting which would
give the desired fuel flow and manifold pressure \yhile
holding the engine speed to the values listed.
Modes 5, 7 and 12 were considered transient modes and were originally
evaluated for emissions. As soon as such evaluation was conducted (see
Section 4, Discussion), they were discontinued. Mode 1 was originally
sub-divided into four periods, with readings taken at 10, 70, 130 and 190
seconds after starting. Once the transient start-up effects were studied
(Section 4, Discussion), only one reading was taken, at about two minutes
after start-up.
The cold start test was always performed after the engine had been
down for at least one hour. The hot start test was conducted five minutes
after shutdown, to allow for good II soak. II Tests 4-1-4 and 41-3 -2 were
conducted with different probe locations in the exhaust system (see Paragraph
7.3, Emissions measurements).
Engine operating parameters (Fuel Flow vs. Power) were set as per
Teledyne Continental recommendations in the Owner's Manuals. Special
tests 23-2-3, 32-3-2, 35-4-3, 49-4-3, 52-5-2 at IIBest Power" settings
were conducted in some engines to determine the effects of leaner mixture
operation at all points except take-off.
One test was conducted on an 0-470-R (SIN 211333, Test 43-5-2) to
determine emissions and engine operating characteristics with variable
air fuel ratios.
The 0-200's and GTS10-520's were tested in Cell No. 24.
used for the 0-470's and 10-520's.
Cell No. 23 was
All 0-200-A engines were tested with the propeller listed as Item 21. All
0-470-R, 10-520-D and GTSIO-520-H engines were tested with the propeller
listed as Item 22 and the governor listed as Item 23.
-------
Report No. 635
Section 7
Engine speed was determined with Items 1 and 7 (see Section 6,
Equipment). Items 2 and 8 were used to measure operating tempera-
tures. Fuel Flows were measured with Items 3 and 9, taking readings
on each instrument until it reached maximum capacity; then readings
were conducted with the next larger size rotometer.
Items 10 and 11 were used to determine exhaust gas temperatures.
on the GTSIO-520's. Item llA was installed to determine turbine inle::
temperatures. Tailpipe temperatures were determined using Item 113.
Oil pressures were measured with Items 4 and 12B.
In the fuel injected engines, the fuel pump pressure was determine'::
with Items 5 and 13. Items 6 and 14 measured the fuel nozzle (header)
pressure.
In all 0-200's and GTSIO-520's, plus IO-520-D SIN 159987 and
0-470-R, SIN 211333, torque measurements were taken using Items
15 and 16. In all other engines, Items 17 and 18 were used for this
purpose.
Air flow to all engines was det ermined using Items 19 and 20.
7.3
Emis sions Measurements:
Probe Location
0-200-A: Left bank exhaust, 3 feet downstream from rear
cylinder port*.
0-470-R and IO-520-D: Right bank exhaust, 3 feet do'\vn-
stream from rear cylinder port.
GTSIO-520-H: 3 feet downstream of turbocharger outlet**.
*
For special test, also on equivalent position,
right bank exhaust. (Test 4-1-4)
>:<*
For special test, also downstream of turbo waste
gate outlet. (Test 41-3~2) .
-------
:;::{e?ort ~o. 635
Se ction 7
The FID sample line is electrically heated 1/411 teflon tubing. The
sample line for the NDIR instruments was made up of 1/411 stainless steel
tubing running alongside the FID sample line and wrapped securely to it
wi1:h asbestos "belting" and black tape, to keep the sample temperature
a bove the conde nsation point. At the points where this ar rangement was by
neces s ity, impractical, the following arrangements were made:
1. The S. S. sample line was well wrapped and insulated between the
sample probe and the point where it ran together with the electrically
heated FID line. With the high sample tempe rature at the probe location
and high sample flow rate, there was no chance for condensation in this
short (14 inch) length of line.
2. From the point where the two sample lines separated to run to
their respective instruments, the NDIR line was made up using thick wall
1/4: I ID teflon, well wrapped and insulated, and always running "down" to
drain any moisture that could condense. This line was disconnected from
the equipment between readings so that it "''Vented''; itself continuously with
exhaust gases, thus keeping it hot. As an added precaution to minimize
I1hang ups II from water or soot:c::ondensation, the line was backflushed with
dry, filte red air obeIoroe connecting. it fa the~ "instru:m.entto obta"itl .readings.
The FID sample train was backflushed between readings, from the
sample /calibration/backflush valve, using hydrocarbon-free nitrogen
zero gas.
Both sample trains inside the NDIR console were backflushed using
dry nitrogen, as often as possible between readings. All filter elements
(FID and NDIR) were replaced as often as determined necessary, some-
times more than twice during an engine run. Whenever filters were
checked or changed, and whenever the system was backflushed, a quick
zero and span gas check was performed, with adjustment of the zero and
gain pots if needed.
Beckman recommended operating flows and pressures were used for
both the FID and NDIR instruments. The temperature of the NDIR refrig-
eration (moisture condensation) unit was automatically held at 340F. The
FID oven and sample line were automatically held at 3850 F.
-------
Report No. 635
Section 7
For CO measurements, two versions of cell length were used:
A. The first version, with 3/4" sample, cell, 1-1/2" filter
cell and 2-1/211 reference cell, was the standard arrangement for
the instrument as originally purchased for a 0-1.5 percent CO .
range. Recalibration of the instrument for a a to 12.5 percent CO
range was done by reducing the electrical gain of the amplifie r. A
new calibration curve was drawn, but this new curve did not allow
good resolution in the high range in which these aircraft engines
operate (see Figure B-3 in Appendix B). This set-up used up to
and including Test 33 -4-1.
B. The second version, assembled after finally receiving
the necessary parts from Beckman, had a 1/811 sample cell, 2-1/8' r
filter cell and 2 -1/211 refe re nce cell. Once calibrated, this set up
offered very good resolution throughout the operating range from
a to 12. 5 percent (see Figure B-4 in Appendix B). This set up was
used from Test 34-4-2 to the end. .
-------
SECTION 8
CALCULATIONS
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-------
Report No. 635
SECTION 8 - CALCULATIONS
8. 1
Pollutant Mass Flow Rate, gm/Hr.
= PM x CONC (PPM) x (F+A) x 453.6 x l-c(~
EM 100
Whe re :
PM =
Pollutant Molecular Weight
N02 = 46.008
CO '= 28.010, "
HCT = 14.67","(Derived from formulas used by State
of California for Heavy Duty Gasoline
Engine Tests)
EM =
Exhaust Molecular Weight
28. 96 for A /F Ratios Stoichimetric and from
Figure B-5. Appendix "B", for A /F Ratios
Stoichiometric.
CONC (PPM) = Observed Pollutant Concentration in PPM
for NDIR Measured Pollutants (NO and CO in this
case). ' This is DRY conce ntration, since water
resulting from combustion has been removed by
the sample conditioning train. For H CT measured
with FID (No water removal). The concentration is
already expressed as WET.
F=
Fuel Flow, Lb/Hr.
A=
Air Flow, Lb/Hr.
F+A = Exhaust Flow, Lb/Hr., in "Wet" condition (includes
water resulting from combustion process)
J..=
Hydrogen/Carbon Atom Ratio = 2. 12 for this case (for
representative gasoline with Formula C8H17).
(l-c(F/A) = Dry/Wet Correction Factor. Used to convert
"Dry" concentrations (observed with NDIR) to actual
"Wet" exhaust conditions. NOT USED for FID measured
'--
hydrocarbons.
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?,:,-:.)ort AO. 635
S'e (: t.i on 8
A nomograph for quick. Mass Flow Rate Determination is
included as Figure B-12, Appendix "B". Note that all the
water removal" correction factors must be applied to the
answers if dry (observed) concentrations are used.
Note:
A WRH (Relative Humidity Correction Factor), to
account for ambient moisture entering engine with
air and removed by NDIR sample conditioning train,
is included herewith but not used in above formula.
WRH is expres sed as % water vapor in exhaust.
Calculations follow:
WRH = H x 29.921 x 519 x A x 100
Baro x (460 + TA) (A + F)
Whe re :
H = Standard Humidity Ratio, Lb. Moisture / Lb.
From ASHRAE Psychrometric Chart No. 1-
Sea Level, Standard Temperature.
Dry Air,
A = Air Flow, Lb/Hr.
F = Fuel Flow, Lb/Hr.
Baro = Observed (uncorrected) Barometric Pressure "Hg~'.
TA = Ambient Temperature of.
Expres sed as % water vapor in exhaust, the correction factor
can be directly used in the Pollutant Mass Flow Rate Equation;
in which case, the Factor (l-c(F/A) becomes (l-c(F/A-WRH).
In this report, the Factor WRH is included as additional informa-
tion in the Data and Results Sheet for each test. Correctly applied
to anyone specific mas s calculation, the factor listed must be
multiplied by the Air /Exhaust Flow rates. With these engines, this
ratio is about. 9 (Average A/F Ratio = 10:1). A 900/0 correction to
a 10/0 factor becomes nil and has not been considered.
8.2
Sample Calculation
Taken at random, from Test 15-3-1, IO-S20-D, SIN 159982,
. at Take-Off.
-------
Report No. 635
SectlOn 8
Concentrations:
NO = 310 ppm
CO = 6.650/0 or 66500 ppm
HC = 2000 ppm-C
Air Flow = 1534.5 Lb /Hr.
Fuel Flow = 144 Lb/Hr.
Observed BHP = 259. 8
A + F = 1678.5 Lb/Hr.
A/F = 10.66
1-e(,F= .801
A
N02, gm/Hr.
46. 008x310x 1678.5 x 453. 6 x .801 = 325
26. 74* JOb
N02, gm/# Fuel
325 = 2.26
144
N02, gm/BHP-Hr.
325
259.8 = 1. 25
HCT, gm/Hr.
14.67 x 2000.x 1678.5 x 453.6 = 835.4
26. 74~< lOb
CO, gm/Hr.
. 28.01 x 66500 x 1678.5 x 453.6 x .801. = 22482
26.74):~ lOb
(:>:'<: 26. 74 From Figure B-5 in Appendix" B" for A IF
=10.66)
-------
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~eport ~o. 635
Sectio::. 8
Relative Humidity Correction Factor (WRH):
Humidity Ratio = .0123 Lb. Moisture/Lb.
Dry Air
Ambient Temp. = 790F.
Observed Baro = 29.16 in. Hg
WRH = .0123 x 29.921 x 519 x 1534.5 x 100 = 1. 11%
29.16 x (460 + 79) x 1678.5
To correct Mass Emissions (N02 and CO Only) for Ambient
Moisture removed by NDIR sample train, multiply by (1-.011).
Example for N02' gm/Hr., with WR H Factor included =
325 x (1-.011) = 321
8.3
Weighed Mass Emissions
The weight factors (WF) correspond to the time percentage in each
mode on a cycle.
To obtain weighed mass emissions: The Average mass emission for
all engines of the same model, on each cycle, is multiplied by the appro-
priate weight factor.
In The Summaries:
gm of Pollutant /Minute is obtained by dividing the sum total of the
\\'eighed emissions over the cycle by 60.
gm of Pollutant /Cycle = gm/Minute x Minutes I Cycle.
The total gm of Pollutant /Lb., of Fuel over the Cycle is the sum
total of the weighed gm of Pollutant per Lb. , ~of Fuel over the Cycle.
-------
Report No.. 635
Se ction 8
Sx = Standard Deviation
x = Mean
n = Number of Data Points
pex = Probable Error of the Mean
pex = Probable Error
Sj{ = Standard Deviation from Mean
Methods presented in "Treatment of Experimental Data, "
Worthing and Geffy, Wiley 1943, were used in the Statistical
Calculations.
-------
SECTION 9
, ,#
RtESUl TS AND RESUME
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9.3
. 9.4
9.5
9.6
9. 7
-9.8
9. 9
9. 10
Report No. 635
SECTION 9 - RESULTS AND RESUME
Tables 9. 1 to 9. G show the summarized results of the 0-200-A
engine tests for each mode tested with this engine model.
Tables 9.9 to 9.18 show the summarized results of the 0-470-R
engine tests for each of the ten modes tested with this model.
Tables 9.19 to 9.28 show the summarized results of the IO-520-D
engine tests for each of the ten modes tested with this model.
Tables 9.29 to 9. 38 show the summarized results of the GTSIO-520-H
engine tests for each of the ten modes tested with this model.
Table 9.39 shows the true average mass emission level (gm/Hr) and
the weighted average mass emission level (gm/Hr x WF) for each
mode for each engine model. The relative contribution (0/0) of each
mode over the total cycl e is also shown.
Table 9.40 shows the true average and weighted specific (gm/#
Fuel and gm/# Fuel x WF) mass emission level for each mode for each
engine model. The-relative contribution (%) of each mode over the
total cycle is also shown.
The basic data for each engine test (BHP, Air Flow, Fuel Flow and
NO; HCT-As ppm C-and CO-%-) as well as the computerized results
(A + F; A/F Ratio; l-~F /A; and mass emission values in gm/Hr. J
gm/# Fuel and gm/BHP-Hr., for each of the three pollutants) is
shown in Appendix A.
Test 4-1-4 shows emissions data .and results with samples taken
from the left and right exhaust pipes.
Tests 5-1-5 to 12-2-2 (inclusive) show transient start-up effects
on emissions.
Te st 41:-3 -2 on a GTSIO- 520- H shows emissions with sample taken
downstream of the turbocharger waste gate.
9.11
Figure 9.1 shows the effects of variable Air /Fuel ratio on emissions
and engine performance at 100 percent power with an 0-470-R engine.
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TABLE 9. I
_OF_FOR TffiS MODE
AIRCRAFT EMISSIONS
SUMMARY
0- ZOO-A
MODE: COLD START 1+130 SEC.l
ENGINE TEST RPM BHP A/F NO? HCT CO
SIN NUMBER --.m/HR .m HFUEL .m/BHP-HR .m/HR .m/H FUEL .m/BHP-HR .m HR .m I/j FUEL .m/BHP.HR
r-{13457 5.1-5 500 6.75 ..n .18 644 161
TI4>1 6-1-6 470 6.75 .45 .11 - 590 147
21,"04 7-2-1 500 7.71 .46 .13 ZOZ 51 556 159
Z 13~ 4 8-Z-Z 505 7.71 .46 .13 913 260
11 j Hj 13-3-1 50Z 6.43 .6Z ..18 141 40 180 75
Z J »00 14-4-1 500 6.43 . 8Z .Z3 no 66 316 90
Z 13500 18-4-7. 510 9.00 I. 07 .31 Z25 64 IIZ8 3ZZ
Z 13500 19-4- 3 545 7.71 .n . Z6 315 90 846 Z41
Zl 34 74 ZO-5-1 504 7.71 .73 . ZI zn 63 846 Z41
S. . Z 19 56.0 199. Z
x 504 7.35 .694 .191 ZZZ.5 63.3 (.(.8. H 188.4
n 9 6 9-
Dei .049 15.4 (,7.3
[ ne. . 148 37.8 20 I. 8
.. .073 n.9 99.7
-
TABLE 9. Z
,---OF_FOR THlS MODE
AIRCRAFT EMISSIONS
SUMMARY
O-ZOO-A
MODE: IDLE - TAXI - LOW
\ENGINE TEST RPM BHP A/F NO> HCT CO
SIN NUMI1ER .m/HR .m/ffFUEL .m/BHP-HR .m/HR -."'IN FUEL ,.m/BHP.HR ,m/HR .ml!/FUEL Am/BHP-HR
Z 13457 5-1-5 800 z.6 8.33 .77 .14 1185 Z14
Z 13457 6-1-6 800 Z. I 8.49 .31 .06 1009 190
Z 13504 7-z-1 806 z.8 8.80 . Z8 .06 3Z1 69 1078 Z34
Z13504, 8-Z-Z 795 Z.O 8.37 .Z5 .06 1100 Z50
Z13483 13.3.1 80Z Z.7 II. Z5 I. ZO .3Z 48 lZ 1136 Z84
Z 13500 14.4.1 80Z Z. I II. Z5 I. 83 .46 4Z II 1910 Z98
Z 13500 18.4.Z 810 Z.O 10.00 1.38 .31 63 14 14(01 3Z4
Z 1 3500 19-4-3 803 Z. I 10. 13 1.16 . Z9 56 14 I z.\1 311
ZIH74 ZO-5-1 807 2.6 10.95 .97 . Z6 8Z n 957 Z58
.-- -.--- --- ~ .---.--'. - ----~ ...-- '- --.- -- ---- 1----
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-- _.- 1----- -- - -- --- -- - -.--
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fix - ZI)lI. 6
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_OF_FOR THL~ MODE
AIRCIIAFT EMISSIONS
SUMMARY
0-200-A
MODE: IDLE-TAXI-IUGH
(J):;d
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TABLE 9.3
ENGI~E TEST IIPM BHP A/F NO? HCT CO
SIN NU~Ir\ER .m/HR .m/#FUEL .m/BHP-HR ,1l1/IrR .m/ll FUEL I .m/BHP-HR gm/liR ~m /H FUEL L!I11/BHP~HR
213457 5- I -5 1210 6.5 R.78 I. 48 .18 - 2067 252 318
213457 6-1-6 1200 7.0 II. 43 .49 .08 1906 302 212
213504 7-2- I llO3 8.0 9.33 1.8 .22 379 46 23Z7 283
213504 8-l-2 1197 6.~. __!!"'.I!.B 1.1 . 15 - - 1489 195
21 J.lS I 11- ':1..... II'}') 7.5 IO._R~ 1.8 .52 68 9 ._-.!2~~. 26.J ----
~200 -!;.6 " - ----- .-. -j,)iI---
211500 14 -4 - I - 7.71 2.5 .24 169 16 Sl4}
213500 18-4-2 1207 7.0 9.50 2.9 .33 205 23 J2'}5 366
2 I 3500 19-4-3 llO3 6.6 8.50 2.2 .24 200 22 3099 344
2 I 347'1 20-5- I t201 7.5 9.00 3.0 .34 97 10 2496 277
Sx I. 034 109.5 648
X 1202 7. I 9.33 2.141 .26 186.3 1.0 2434 287.9
n 9 6 9
ne;; .233 30.1 145.7
pe'; .698 73.9 437. I
S2 .345 44.7 216.0
0"
W
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TABLE 9.4
_OF
FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
0-200-A
MODE: RUN-UP
ENGINE TEST RPM BHP A/F NOl HCT CO
SIN NU~!r\ER .m/HR .mlf/FUEL cm/BHP-HR pm HR .mlN FUEL cm/BHP-HR "m/HR "mlN FUEL .m/BHP-HR
213457 5-1-5 1700 lO.4 11.09 3.6 .26 4693 340
213457 6-1-6 1700 20. I 10.80 2.2 . 15 5246 349
213504 7-l-1 1696 20.3 10. 16 3.7 .24 174 II 5704 368
213504 8-l-2 1702 19.6 II. 59 13 1.0 - 379 28
21348J 13-3- I 1703 lO.9 13.57 51 4.0 22 1.7 347 27
213500 14-4- I 1703 18.6 9.75 8.9 .57 66 4.2 3888 247
213500 18-4-2 1685 19. 1 9.97 7.4 .44 101 6.1 4438 265
213500 19-4-3 1705 19.6 10.83 5.4 .41 82 6.1 3826 287
213474 20-5-1 1704 19.5 II. 59 33 2.5 36 2.7 5690 431
Sx 16.69 54.36 2065
x 1700 19.8 II. 04 14.24 1.06 80. 17 5.3 3801 260.2
n 9 6 9
I De;; 3.75 15.0 464.4
I pey 11. 26 36.7 1393
-------
TABLE 9.5
_OF_FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
O-ZOO-A
MODE: TAKE-OFF AND CLIMB-RICH
w
NGINE TEST RPM BHP A/F NO' HC... CO
SIN NUMBER .m/HR .mINFUEL ,m/BHP-H pm/HR ,mlN FUEL I ,m/BHP-HR gm/HR ,"'IN FUEL pm/BHP-HR
ZI3457 5.1.5 Z810 89.4 10.53 ZZ .4Z . Z5 Z36bO 440 Z60
Z 13457 6.1.6 Z810 89.6 10.73 38 .73 .43 ZZOl9 4Z3 Z45
Z 13504 7.Z.1 Z830 91. 3 10.87 45 .85 .50 ZZZ35 419 Z43
Z 13504 8.Z.Z Z840 91. I 10.78 35 .66 .39 15188 Z86 166
ZI3483 13.3.1 Z850 93.3 II. 08 88 1. 60 .95 194 3.7 Z.O Z 1015 404 ZZ5
Z 1 3500 14-4-1 Z8Z0 89. I 10.9Z 61 1.3 .75 no 6. Z 3.5 19140 371 Z14
Z 13500 18-4.Z Z870 88.6 11. 06 59 1.13 .61 407 1.1 4.5 Z0701 394 Z33
Z 13500 19.4-3 Z815 89.0 10.76 11 1.36 .80 4Z8 8. I 4.8 Z0091 384 ZZ5
Z 134 74 ZO.5.1 Z8Z0 91. 0 10.71 .53 1.0 .59 153 Z.9 1.6 Z 1614 411 Z31
Sx ZO.48 IZ3.6 Z4ZZ
x Z8Z9 90.3 10.83 53. II 1.01 .59 300.4 5.7 3.6 20(,29 39Z ZZ8
n 9 5 9
I pe; 4.60 31.3 545
I pex 13.8 83.3 1634
SiC 6.83 55.3 807
TABLE 9.6
_OF _FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
O.ZOO.A
MODE: PATTERN
NGINE TEST RPM BHP A/F NOZ HC... CO
SIN NUMBER ,m/HR ,mINFUEL ,m/BHP-HR I pm/HR .mlN FUEL I pm/BHP-HR ,m/llR pm IH FUEL .m/DHP-HR
Z13457 5- 1.5 1950 30.0 9.39 3.7 .16 . IZ 4860 ZII 162
Z 13457 6.1.6 1950 28.0 9,00 3.5 . 15 .13 4569 198 163
213504 7.2.1 1945 29.3 9.41 3.5 ,16 . 12 595Z Z70 Z03
213504 8-2.2 195Z 28.8 9, ZO 2.7 '.13 .09 "iJ7! 3Z5 249, -
21H83 13.3.1 29.0 9,63 5.6 ,26 , 19 87 4.0 4.58 4570 ZIO 158
211')00 "4.4.1 193> Z8,3 9. (,1 9. ') .411 , 35 5Z 2.4 1. 84 4.I~S 208 158
ll1Sn(j IR.I.2 t 945 ZR,7 9,60 R. I , .\6 , lR 127 5.6 4,42 .:~~n l08 163
213500 19.4.3 1944 28,5 9.40 7.2 .3Z .l5 119 5.3 4. 18 458 I Z03 161
2134 74 ZO.5.1 1950 29. 1 9,4Z 7.6 .36 .26 85 3.9 2.92 4388 l04 151
..
S. 2.55 30.0 910
" ..--. ------." ._I_,!~. _~8.~" ..2,.4 , - _? ~.1!!.- --~(~-- .~~- ?!:. 0 4.2 1,59 _20.~2-- -, !;~~-,- _174..-
" " 5 'j
lor '-- .-- .-- .:...." ~ - --- '/.1_- - - -.~. ---- ...--
.._-_._~....- '_'__'8 '-' -----. .. --. ---- -..___._4 - ---'-~~'-- /11'1 .. ---- ._---
.l~" I( -- II-'I.'/l ~.O. J .. -_.~.~'I
Si . R5 n. -1 110
(/):;0
(1) (1)
~~
.....0
o '1
~ ...
-DZ
o
0'
W
-------
TABLE 9.7
(j) ~U
11' (1)
~ 'U
,~. 0
o 'I
;:J r+
...oZ
o
_OF_FOR TillS MODE
AIRCRAFT EMISSIONS
SUMMARY
O-ZOO-A
MODE: IDLE - TAXI
NGINE TEST RPM BHP A/F NOZ HCT CO
SIN NUMBER m/HR .mINFUEL m/BHP-IIR .m/IlR .m/" FUEL .m/BHP-HR .m/HR -~ln IN FUE L -;;-m/BHP-HR
213457 5-1.5 IZOO 7. Z 8.00 I. Z .14 Z890 3Z 1
213457 0-1-0 1200 9.3 0.10 1.0 .10 1714 173
Z 13504 7-Z-1 1190 7.4 9.00 1.1 . 15 1518 ZOZ
213504 8-Z-Z IZOO 7.0 10.3R 1.3 .ZI 1375 Z 11
211483 13-1-1 - 7. 1 10.00 Z. R .45 5Z R.3 __E>on --2t)4
.---- - ('.l)
Z 1 i"OO 1-1-4-1 ......!..!22... .2-, Il. 1,1) .11 .1~- I.' _?-t)!.~ Z4?
Z 13500 18-4-Z IZI).! 7.0 6. '/1) 1.9 .11) 188 18.8 7..'Jl' Ztjl
213500 19.4-3 IZ04 0.0 0.85 1.7 .10 Zl1 ZO 2981 Z83
Z 134 74 ZO-5-1 1197 7.5 0.55 Z.4 . Z4 84 8. Z ZOIO 195
Sx .0Z 85.4 710
X 1200 7.3 7.73 1.00 .19 110.2 II. 3 2229 Z42
n 9 5 9
, De" .14 25.8 160
I ne- .42 57.6 479
aX .21 38.2 237
0'
W
U1
~
TABLE 9.8
_OF_FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
0-200-A
MODE: HOT START
NGINE TEST RPM BHP A/F N02 HCT CO
SIN NUMBER .m/HR .mIHFUEL .m/BHP-HI .m/HR .m/ll FUEL .m/BIIP-HR gm/HR .m/ll FUEL gm/BHP-HR
213457 5-1-5 500 6.75 .63 .16 1060 265
213457 0-1.0 4.50 .41 .10 339 84
213504 7-2-1 510 6.43 .59 . 17 187 139
213504 8-2-2 510 0.43 .59 .17 703 201
213483 13-3-1 506 6.43 .02 .18 177 50 067 190
213500 14-4-1 022 7.71 1. 09 .31 283 81 601 171
213500 18-4-2 610 7.71 1. 00 .29 . 282 80 579 165
213500 19-4-3 614 7.50 .82 .23 342 95 599 166
213474 20-5-1 601 7.71 1.4 .42 323 9Z 590 108
Sx .31 63.8 194
x 559 6.79 .79 .22 81 79.0 625 In
n 9 5 9
: nei .07 19.3 43.7
I ne- .21 43. I 131
-------
TABLE 9.9
_OF_FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
O-ZOO-A
MODE: COLD START (+130 SECI
ENGINE TEST RPM BHP A/F NO, HC-';- CO
SIN NUMBER am/HR am/NFUEL am/BHP-HR am/HR am/, FUEL am/BHP-HR gm/HR a"'/# FUEL am/BHP-H
211305 21-1-1 620 6.10 6.76 .44 1509 97 B94 154
Z 1130Z ZZ-Z-I 601 6.43 7.8 .50 1558 101 3036 197
Z1130Z Z3-Z-Z 603 9.5; 3.3 .39 456 53 ) 755 Z06
Z 1130Z Z4-Z-3 610 9. Z3 3.6 .46 481 61 1469 188
Z 1130Z Z5-Z-4 607 8. Z7 3.3 .33 773 78 Z066 Z10
Z 11Z80 31-3-1 610 7.57 3.7 .33 7n 68 Z393 Zll
Z IIZ80 3Z-3-Z 605 9.47 4.5 .47 76Z 80 Z569 Z70
ZI1317 33-4-1 600 7. Z5 Z.7 .Z3 390 33 Z 188 185
Z 11317 34.4-Z 60Z 6.90 3.7 .30 396 3Z Z953 Z38
Z 11317 35-4-3 604 7.58 Z.9 .30 433 45 1986 Z09
211333 42-5-1 603 7.99 5. Z .49 H01 113 Z850 Z68
Sx 1.64 439 500
. 606.5 7.91 4.3Z .38 793.7 69. Z ZB3 Z IZ. 4
n 11 II 11
oex .33 89.3 10Z
pex 1.1 Z96. 1 337
.. .49 13Z.3 151
U1
TABLE 9. 10
_OF_FOR THIS MODE'
AIRCRAFT EMISSIONS
SUMMARY
0-470-R
MODE: IDLE-TAXI-LOW
ENGINE TEST RPM BHP A/F NO> HC.,. CO
SIN NUMBER .m/HR .m/NFUEL .m/BHP-HR .m/HR .m/N FUEL .m/BHP-HR .m/HR .m/HFUEL .m/BHP-H
Z 11305 Z 1-1-1 810 Z 0 7.00 10.5 .59 1937 107 3541 19b -
Z 1130Z ZZ-Z-1 706 1 5 7.00 8.6 .51 1798 107 3718 ZZZ
Z 113 OZ Z3-Z-Z 703 1 6 9. zn Z.4 . Z8 461 5Z 1754 199
Z1130Z Z4-Z-3 708 La 9.76 3.8 .46 453 54 In1 Z07
Z 1130Z Z5.Z-4 710 1.9 8.83 3.5 .33 817 76 Z79Z Z61
2 l1Z80 31-3.1 707 Z 3 8.63 4. Z .35 901 75 357Z Z97
Z IIZ80 H-J-Z 708 1.6 8. n 4. 1 .36 695 60 Z~?Z Z45
Z 11317 ]3.4-1 701 8.63 3.4 . Z8 5Z5 44 2926 Z43
Z 11317 34-4-Z 701 Z. 1 7.80 4. Z .33 Z95 Z3 35<)7 Z8J
211317 35.4-3 70Z . 2 6 7.71 3. Z .31 Z66 Z5 ZHZ ZZI
.'uP]1. _-1?::i.:L- _1~ _z..L ....!L..li.. 4.8 .44 960 87 - _~12L '108
-_. --~_.._. - - ._--- -._W'. ~ -- ._- -._--. +----~-- ~-_. ---- . - - - -- - ---
- --- -- .-- -. .. --- --- _.-
_,0
-..
Sx Z.47 564 '/Z9 --
(14.5 _._c=...c.... l-l '~: fI
i 714.7 7.,01 8. .1. 4.79 . 18 -~._._-- .. 87.A --.- --""""""---r-' 1.'//.'.1 --_. --
n II )1. ~------ 4 -- .-.---. II ---.- -p--
... .. ... - _._-~.
l~ri__- _._-_.- ---- -- - . 'in 0 --. III) .. . ',1"- ----- ---
~ - 'I"'-I,i' '180- -- .1')1.
.x .75 170 no
00:;0
~ ~
~"tj
... 0
o '1
::s rT
-.DZ
o
C1'
v.I
-------
TABLI!: 9. II
V) ~
/']) /'])
~'d
,....0
o 'i
;J ......
'0 Z
o
_OF_FOR THIS MODE
AIRCRAFT EMISSIONS
SliMMARY
0-470-R
MODE: IDLE-TAXI - HIGH
0"
W
U1
0'
~NGINE TEST RPM BHP A/F NO, HC... CO
SIN NU~!BER .m/HR .m/#FUEL .m/BHP-HR gm/HR .m/H FUEL .m/BHP-HR .m/HR .mlH FUEL I.m/BHP-HR
11305 21-1-1 1005 4 6 8. ZZ II. 0 .56 ZZ63 114 6551 332
211302 ZZ-2-1 1003 4.2 8.05 0:2 .48 2172 114 6178 325
, 11302 lJ-2-2 100 I 4 0 q'.Ql 3 4 .27 351 l7 3096 243
211302 l4-2-3 1014 5.0 9.00 6.4 .49 90 7 3362 258
2 I130l l5-2-4 998 4.9 8.94 4.3 .31 478 33 4092 190
llll80 . ~ I.-l.::..!.- ~-~~~. _L9. 2..14 4.4 .31 .-- f-~Q.5_- -L!.. 48 !iL- !--~li_-
, 11180 3l- 3-l ----LL 3~'J ---.il-.L ~36 IRR u__I~- -'- --}l4Q - .---1 ~,
211317 33-4-1 998 IJ,47 3.9 .26 317 II 14 70 294
'11317 34-4-2 1000 7 0 0:66 7 4 45 222 15 4950 332
211317 35-4-3 1001 6.6 8.40 4.7 .31 257 17 3872 258
211333 42-5-1 1001 7.2 9. 31 6.1 .43 440 30 5119 353
Sx 2.41 786 1146
X 1003. 5.61 8.78 5.94 .38 644 37.5 4524 293.5
D 11 11 11
';-e~ .49 160 233
-;;e- I. 62 530 773
ax .73 237 346
TABLE 9.12
_OF_FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
0-470-R
MODE: RUN-UP
ENGINE TEST RPM BHP A/F NO, HC'" CO
SiN NUMBER .m/HR .m/,FUEL .m/BHP-HR .m/HR .m/H FUEL .m/BHP-HR .m/HR .mlH FUEL m/BHP-H
211305 21-1-1 Ino 22.3 9.28 18.3 .57 379 11.8 10890 340
ll1302 2l-l-1 1710 23. I 9. 14 10.0 .31 430 13 13816 418
lll302 23-l-2 1702 22.0 II. 45 15.4 .70 148 6.7 '6149 279
211302 24-2-3 1704 24.0 12. 14 85 1.1 136 6.3 8377 389
2-11302 25-2-4 1701 24.0 9.45 II. 6 .39 264 8.8 9215 307
211280 31-3-1 1704 33. I 10.41 22 .71 228 7. I 8894 277
2 IIl80 32-3-2 1696 32.0 12.46 33 1.3 151 5.8 9906 381
l11317 33-4-1 1697 10.86 24 .78 213 6.7 7382 234
211317 34-4.l 1703 36.6 10.80 33 1.0 llQ 6.7 Q400 28Q
ll1317 35-4- 3 1703 35.5 Il.46 33 1.3 134 5.1 4388 168
lll333 4l-5-1 1700 35.6 10. 13 24 .74 Z51 7.8 11600 36Z
Sx 8.27 97.6 2586
x 1704 Z8.8Z 10. Z9 Z2.1 .81 Z3Z 7.8 9090 313. I
n 11 11 11
""e': 1 68 10 . 5Z6
ne 5.58 65.8 1744
-------
TABLE 9.13
_OF_FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
0-470-R
.MODE: TAKE-OFF
ENGINE TEST RPM BHP A/F NO> HC... CO
SIN NUMBER .m/HR .mIHFUEL .m/BHP-HR am/HR --;;mlN FUEL m/BHP-HR am/HR a" IN FUEL am/BHP-H
211305 21-1-1 2620 191. I 11.12 85 .64 .44 1268 9.5 6.6 67223 505 351
211302 22-2-1 2594 185.7 10.18 56 .43 .35 1098 8.4 b.9 b71H9 'Ib 423
2113 02 23-2-2 2606 186.3 10.04 53 .41 .29 1124 8: 6 0.0 00300 510 35
211302 24-2 -3 2607 189.6 10. 14 90 .09 .48 913 7.0 4.8 00968 515 353
211302 25-2-4 2600 193.6 10.16 64 .48 .33 965 7.3 4.9 68107 515 35 I
211280 31-3-1 2603 188.3 10.45 84 .64 .44 932 7. I 4.9 68952 530 366
211280 32-3-2 2605 187.5 10.38 92 .71 .49 1039 7.9 5.5 08513 '27 365
211317 33-4-1 2610 10.90 10H . H7 1913 15 "1510 . 40
211317 34-4-2 2603 199.7 10.73 99 .79 .50 876 7.0 4.3 00715 485 304
211317 35-4-3 2608 201.9 10.73 98 .79 .49 1096 8.7 5.4 00715 485 300
1333 4 -5-1 5 208, 0 15 83 .02 0 44 32:
Sx 18.0 288 3870
x 2604.6 193.2 10.46 82.9 .642 .421 1132 8.7 5.52 6542 I 505.3 349. I
n II II II
oe- 3.66 58.6 787
oe~ 12. I 194 2610
ox 5.42 86.9 1167
-.J
TABLE 9.14
_OF_POR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
0-470-R
'.MODE: CLIMB. RICH
ENGINE TEST RPM BHP A/F NO> HC... CO
SIN NUMBER .m/HR .mINFUEL .m/BHP-HR am/HR .mlN FUEL .m/BHP-HR .m/HR .m/NFUEL .m/BHP-H
211305 21- I -I 2445 152.7 11.86 247 2.81 1.62 331 3.7 2. I 24542 278 160
211302 22-2-1 2450 155.3 II. 25 182 2.0 1.1 407 4.5 2.6 25790 286 166
211302 23-2-2 2448 152.9 11.27 153 I 6 1.0 413 4.5 2.7 27192 298 197
211302 24-2-3 2455 150.0
2113 02 25-2-4 2455 158.0 11. 55 226 2.5 1.4 360 4.0 2.2 24492 272 155
211280 31-3-1 2455 155.2 12.81 403 4.7 2.5 421 4.9 2.7 19603 230 126
211280 32-3-2
211317 33-4-1
211317 34-4-2
211317 35-4'-3
211333 42-5-1 2455 165.5 12. 12 314 3 5 1.9 448 5.0 2.7 29410 334 177
Sx 91. 7 43.0 3295
x 2452 133. I 11.81 254 2.85 I. 59 397 4.43 2.50 25172 283 160.2
n 6 6 6
-Dei 25.2 11.8 907
ne 61. 8 29.0 2223
ax 37.4 17.6 1345
(J)~
Cb Cb
~"C
....0
o ...,
;J .....
-.oZ
'0
0'
l.V
-------
TABLE 9.15
C/}~
ro ro
~'"O
....0
o 'i
;J rt
...oZ
o
_OF_FOR THIS MODE
.AIRCRAFT EMISSIONS
SUMMARY
q-470-R
MODE: CLIMB-LEAN
'"
W
U1
00
ENGINE TEST RPM BHP A/F NOZ HCT CO
SIN NUMBER .m/HR gm/#FUEL gm/BHP-HR gm/HR gmlH FUEL gm/BHP-HR gm/HR gm," FUEL gm/BHP-HB
211305 21-1-1 2455 153.8 12.33 299 3.45 I. 94 278 3.2 1.8 23224 268 151
211302 22-2-1 2451 156.8 II. 97 252 2.9 1.6 354 4.1 2.2 23032 266 !46
211302 23-2 -2 2451 ]54.0 ]2.02 235 2.7 1.5 355 4.1 2.3 22694 262 147
211302 24-2-3
211302 25-2-4
211280 31-3-1
211280 32-3-2 2452 152.7 ]3.91 887 11 5.8 296 3.8 1.9 32290 419 211
211317 33-4-1 2446 12.91 738 9.2 264 3.3 28519 358
211317 34 -4 -2 2448 ]61. 7 12.58 528 6.3 3.2 270 3.2 1.6 20973 252 ]29
2113] 7 35-4-3 2455 16Z.0 13.73 8]0 ]0 5.0 266 3.4 1.6 11791 153 n
211333 42-5-1 2453 166.3 12.38 307 3.5 1.8 363 4. I 2. 1 31230 361 187
Sx 271 44.6 6574
X 2451. 4 ]58.2 12.73 507 6. 13 2.98 3]8 3.65 I. 93 Z4219 29Z.4 149
n 8 8 8
DO; 64.5 ]0.6 1568
Dey 182 30. I 4434
oX 95.6 15.8 2314
TABLE 9.16
_OF _FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
0-470-R
MODE: PATTERN
ENGINE TEST RPM BHP A/F NOZ HCT CO
SIN NUMBER .m/HR .m/#FUEL gm/BHP-HR gm/HR gmlH FUEL gm/BHP-HR gm/HR gmlH FUEL gm/BHP-HR
ZI] 305 21-1-1 2010 39.0 ]0.98 30.5 .90 .78 252 7.4 6.4 9528 280 244
211302 Z2 -Z-I 2000 52.6 10.79 87 2.0 1.6 209 4.9 3.9 ]0826 257 205
211302 23-2-2 2002 37.0 10.83 19 .59 .51 179 5.5 4.8 102]3 319 276
211302 24 -2-3
2] 13 02 25-2-4 2005 38.9 10.91 24 .74 .63 185 5.6 4.7 8067 244 207
211280 31- 3-1 1995 54.7 11. 4R 54 1.3 .99 171 4.2 3. 1 8352 208 ]52
211280 32-3-2 2001 51. 8 I I. 17 45 1.1 .87 173 4.5 3.3 9654 254 186
211317 33-4-1 2004 II. RR 20 .52 159 4.0 8409 215
211317 34-4-2 2003 58.4 II. 2S 60 1.5 1.0 193 4.8 3.3 11089 277 189
211317 35 -4-3 2004 58.8 11.11 53 1.3 .913 181 4.4 3.0 11192 276 lQO
211333 4Z-5-1 1997 57.0 11. 61 48 1.2 .841 398 10.4 6.9 HIZ2 371 247
Sx 21. 3 7 I. 0 1809
i 2002 49.8 11.Z2 44. I I. 12 .903 210 5.57 4.38 10145 270. I 210.7
n 10 10 10
De;' 4.55 15. I 386
"". 14.4 47.9 1220
-------
TABLE 9. 17
_OF_FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
'0-470-R .
MODE: IDLE - TAXI
..:0
ENGINE TEST RPM BHP A/F NO HC... CO
SIN NUMBER gm!HR gmlHFUEL ,gm/BHP-HR .m/HR .m/. FUEL .m/BHP-HR gm/HR .u1/UFUEL am/BHP-HR
211305 2 I - I - I 1020 4.3 7.79 10.8 .61 2082 116 4781 267
2 I 1302 22-2- I 1000 4.0 8.16 5.7 .33 2056 120 4279 250
2 I 1302 B.2-2 1003 4.4 10.45 3.8 .34 176 16 2530 2Z5
211302 24-2-3
2 I130Z 25 -2-4 1002 5.0 7.91 3.2 .2 I 417 28 3435 232
2 I 1280 3 I -3- I 996 6.4 9.44 5.5 .38 630 44 4950 346
211280 3Z-3-2 1003 5.7 9.57 4.9 .39 222 17 2987 B5
211317 33-4-1 1000 9 13 3.0 - 21 215 15 n28 233
211317 34-4-2 1001 6.5 8.75 5.6 .39 236 16 414Z 639
211317 35.4-3 1003 7.0 9.47 5. I .39 231 17 4043 303
2 I 1333 42 -5- I 1003 7.4 9.53 5.9 .43 368 27 5003 365
Sx 2. 19 753 8b?
x 1003. 1 5.63 9.02 5.35 .368 663 41.6 3938 .109.3
n 10 10 10
ne: .47 160.6 18.'
nc" 1.48 507.9 581
8X .69 238. I 272
_OF_FOR THIS MODE
TABLE 9. 18
AIRCRAFT EMISSIONS
SUMMARY
0-470-R
MODE: HOT-START
ENGINE TEST RPM DHP A/F NOZ He;;;- CO
SIN NUMBER m/HR .mIHFUEL .m/BHP-HR .m/HR .mlH FUEL .m/DHP-HR .m/HR .ffi/ilFUEL a=/BHP-H
211305 2 I - I -1 625 5.59 8.2 .57 Ins 91 3093 213
211302 22-2-1 600 6.68 8.4 .54 1612 104 2467 159
211302 23-2-2 604 8.47 1.9 .23 609 71 1555 183
211302 24-2-3
211302 25 -2-4 604 8.60 3.6 .41 1277 143 1813 2031
211280 31-3- I 595 8.53 4.7 .49 1061 III 1919 lO2
211280 32-3-2 602 9.31 4.7 .54 1000 115 1991 228
211317 33-4-1 655 7.92 2. 7 .26 571 53 Z086 193
2 11317 34 -4-2 6<>0 7. bb 4. I .44 594 63 2137 227
211317 35-4-3' 607 8.47 3. b .43 556 Ubi; 2034 239
211333 42-5- I 604 8. 14 5.9 .64 1128 120 2409 256
Sx 2. 16 375 424
x 609.6 7.94 4.78 .455 973 93.6 Z 150 210.3
n 10 10 10
. DC~ .46 80.1 91
ncx I. 46 253 28&
8X .68 119 134
C/)~
(t) (t)
~"C
,....0
o "1
;:3 ~
-..DZ
o
'"
W
-------
(J)~
(!) (!)
~'-cJ
,.....0
o o-j
~ rt-
-.oZ
o
TABLE 9. 19
-L OF -L FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
0-5Z0-D
MODE: COLD START + 130 SEC
0'
W
U1
-
o
;'iGI:"J:: TI'~ST HPM nHP A/F NO~ HC"'- CO
S ':, ;-':1J~lIH~n. .-:~-:1 ii--!R cn1/"FUEL ,m/BIIP-HI( ' pm/HR pmlH FUEL ';m/BHP-HR ,m/HR ,m N FUEL cm/BHP-H
159850 9.1-1 7.64 Z.5 . Z4 Z470 Z33
159850 10-I-Z 7.50 3.01 .Z8 Z531 Z43
159977 11-Z-1 7.04 7.8 .68 1181 102 Z873 Z49
159977 IZ-Z-Z 7.97 15.3 I. 50 1134 118 300 31
15998Z 15 -3-1 603 8. 10 5.5 .55 470 47 1745 174
15998Z 16-3-Z 605 7.78 7.0 .87 658 81 260 3Z
159983 17-4-1 610 8.57 5.5 .53 111Z 105 ZOZO 19Z
159987 44-5 -1 602 8.91 4.1 .43 799 83 800 83
159987 45-5-Z 605 9. 18 3. 1 .31 359 37 1012 103
159987 46-5-3 605 8.47 4.9 .49 997 99 586 58
Sx 3.73 317 986
X 605 7.79 5.87 .588 839 84 1160 139.8
n 10 8 10
I ne- .79 75.6 ZIO
I ne- Z.5Z Z14 665
8X I. 18 11Z 31Z
TABLE 9.20
--L-0F..L..FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
10-5Z0-D
MODE: IDLE - LOW - TAXI
=:XGIXE TEST RPM BHP AIF NO' HC~ CO
5:7'1 !':U~H3ER em/HR em/¥FUEL ~m/BHP.!IR pm/HR .mlll FUEL .m/BHP-HR gm/HR ,gm il# FUEL em/BHP-H
1598~0 9-1-1 710 1.9 7.77 2.0 .18 Z08Z 189
159850 10.1-2 730 1.9 6.95 Z.O .16 Z400 195
159977 I1-Z.1 685 6.86 9.5 .81 1Z5Z 106 Z76Z Z34
159977 12-Z.Z 705 Z.6 7.71 6.1 .59 1218 116 2826 Z69
159982 15-3-1 701 2.3 9.43 10.0 .97 280 26 3713 353
159982 16-3-2 710 1.8 7.86 11.0 1.1 542 52 1807 175
159983 17-4-1 703 1.7 9.56 6.6 .59 IIII 98 3010 Z60
159987 44-5-1 702 1.1 8.84 4.7 .42 998 89 9Z7 83
159987 45-5-2 704 2.7 9.55 3.9 .39 466 47 1024 103
159987 46-5-3 70 I 3. I 9. 17 5.7 .53 776 7Z 680 63
Sx 3. 19 370 1006
X 705. I 2. I 8.37 6. 15 .574 830 75.8 Z 123 19Z. 4
n 10 8 10
I ne'; .68 88. Z ZI5
I ne 2. 15 Z49 679
-------
TABLE 9.21
2-0F --1.......FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
IO-520-D
MODE: IDLE- TAXI-HIGH
ENGl>JE T~ST RPM BHP A/F NO} HCT CO
S .'~~ ~tfMnEn r.ni/I!R em/ilFUEL em/BIIP-I1R .mJHR .mlH FUEL Rln/BHP-HR J.:m:IIR RIB Iii FUEL .m/BHP-HR
159850 9-1-1 1002 4.6 8.16 2.2 . 14 2921 182
159850 10-1-2 1005 4.8 7.99 3.4 .23 j\ 17 lO5
1~9977 11-2- I 1001 4.6 7.96 17.0 .96 1816 100 3098 171
159977 12-2.2 1003 6. 1 7.85 7.7 .45 1709 99 3291 191
159982 15- 3.1 1004 5.4 9. 13 9.8 .69 130 9 4240 196
159982 J() -3-2 1003 4.8 9.07 5.8 .43 260 19 33-10 l49
159983 1 i -4 -1 1005 4.8 9.28 10.0 .67 970 60 5012 313
159987 44.5- I 1001 5.8 8.60 7.6 .50 1042 68 2333 153
159987 45.5-2 1006 6.8 9.75 5.8 .43 549 41 1631 122
159987 46-5-3 1007 7.9 9.48 20.2 1.30 915 60 1590 104
Sx 5.70 614 1050
. 1003.7 5.6 8.73 8.95 .58 924 57 3057 198.6
n 10 8 10
De- 1.22 146 226
De~ 3.85 414 714
B' I. 80 217 335
TABLE 9.22
I
.....
.....
I
._OF_FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
IO.520-D
MODE: RUN-UP
ENG1>JE TEST RPM BHP A/F NO' HC... CO
S.'N NUMBER m/I1R .m/ilFUEL em/BHP-HR lem/HR -;;m /II FUEL .m/BHP-HR .m/HR .m /if FUEL .m/BHP-HF
159850 9-1-1 1730 24.0 8. SO 6.2 .17 6867 190
159850 10.1-2 1720 24.2 8.39 9.9 .27 6705 181
P;()977 II -1-2 16')6 23.6 8.08 26 .69 838 21 151 \6 '88
15(J977 12-2-2 1705 26.6 8.51 14.6 .40 871 24 15318 414
159982 15- 3.1 1710 25.4 9.29 27 .89 237 8 6480 209
159982 16-3.2 1715 2J.5 9. 15 17 .56 262 9 7671 251
1<;9'181 17-4 - I 1'{Ol) 2 1.7 8.87 7.1. .76 1,1.0 10 i-,IJA I l80
I C;1}ljfi7 '101.1).1 '709 11.0 9.00 II. 5 .\7 (112 17 J.1l,~H 'W'
J 599H7 45-5-2' 16'15 31.2 10.lO 31 I. 04 212 7 6/d.\ 221
159987 46-5- J 1706 H.8 9.36 22.5 .61 736 20 14078 380
Sx 8.28 276 J921
X 1709. 27.2 89.4 19.37 .576 554 IS 6 10270 200 3
n 10 8 10
De; 1.77 65.7 836
0". 5.59 186 2645
llii: .- -~~g .. 1)7. -1 I ;~.I (1
C/)~
(1) (1)
g.'"CI
,...0
o '1
;J rt-
-t:>Z
o
G'
W
-------
_OF_FOIl TillS MOllE
AIltCHM'T F;MISSIONS
SllMMllitY
10-520-0
MtHn:: :r!"5l: ()t~!'.:_----
CII :.u
(1' (1)
;; 'lJ
~ I 0
o '1
;:J rt
-.0 Z
o
TABI,,, 9.23
.....
N
£XG1:-1£ TEST RPM BHP A/I' NOz IICT CO
' S)I{ i'!Ui\II,u:n -- ~,m/Hn. cm/iFUEL em/DIIP-Jlll ern/HH ,In /II FUEL gm/BHP-III' ,m/HH gfH j,! FUEL ~m/nHP-H
159650 9-1-1 lB% 2f, 1.7 ~' 4'JI 3.3 1.6 1'1665 271 150
159650 10-1-2 2H55 2(,4.1.. II.lD 456 3. 1 1.7 165HI 251 11M
159977 11-2- I lM42 26 1.4 10. J7 ZZ4 1.4 . B6 1055 6. B 4.0 57817 375 2l]
159977 12 -2-2 2800 26l.8 10.18 217 1.4 .87 1070 7.0 4.0 56 705 373 ll5
159982 15-3- 1 2R25 259.6 10.66 325 2.2 1.25 837 5.6 1.2 42401 294 163
159982 16-3 -2 2660 263.0 10.70 261 1.7 .99 979 6.7 3.7 46058 315 175
159983 17-4- 1 2870 255. 7 10.23 168 1.1 .66 1102 7.3 4.3 63228 421 247
159987 44-5- 1 2852 268.0 10.37 197 1.3 .73 1055 6,8 3.9 64795 420 241
159987 45 -5-2 284b 2b9. 3 10. R6 201 1.3 .75 1051 6.7 3.9 .7418 435 250
1599R7 4()-5.3 2651 271. II IO.P) 189 1.2 .71 10!9 6.5 3.7 63663 410 214
Sx 114 82.6 11571
X l850 264.0 10.58 274 1.8 1. 03 1021. 0 6.70 3.83 52828 356.7 203.4
n 10 8 10
De;; 24.4 19.7 2468
pey 77,0 55.7 7804
8X 36. 1 29. l 3659
'"
W
U'I
TABLE 9.24
_OF_FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
10 -520-0
MODE: CLIMB-RICH
NG]:\£ TEST RPM DHP A/I' :-JO.~ HCT CO
st;;' NU~llIE:R ~r.):!!:'.. ctnl'!FUEL ."'/DHP-HIt "m/H1t gm/# FUEL gm/DHP-HR gm/IIR gm /N FUEL .m/BIIP-llf
159850 9-1- 1 2546 202. 1 10.80 381 3.4 1.8 30091 273 148
159850 10-1-2 2560 '-202.3 10.78 335 3.0 1.7 29327 264 145
159977 11-2- 1 255. 200.0 9.70 143 1.1 .72 .0 6.' 4.0 40198 91 240
159977 12-2-2 2560 l06.2 9.80 157 1.2 .76 776 6.3 3.7 46225 375 224
159982 15 -3-1 2550 205.9 10.77 345 3.0 I. 68 656 5.8 3. 1 28546 254 138
159982 16-3-1 2562 207.3 10. ')3 334 2.9 1. 60 663 5.9 3. 1 29')66 267 144
159983 17-4- 1 2551 201. 6 10.04 201 1.7 I. 00 783 6,6 3,8 37171 317 184
159987 44-5 -1 2556 707. 1 10.29 151 1.3 ,73 709 5.9 3.4 49661 417 239
159987 45-5-2 2554 211. 3 10. 36 151 1.2 .72 974 7.9 4,6 49975 409 236
159987 46-5- 3 2547 2 Il. 4 10.43 185 1.3 ,75 859 7, 1 4,0 49430 411 l32
Sx 97.4 106 9658
t 2554.4 205.6 10.39 23Z 3 2 01 I. 15 778 6,5 3 7J 39850 337.8 103.0
n 10 8 10
pe; 20.8 25.3 2060
pe. b5,7 11,4 05 4
-------
TABLE 9. ZS
_OF_FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
IO-SZO-D
MODE: CLIMB-LEAN
......
W
E:\Cil:\£ TE:ST RI'M DHP A/F NO' HC... CO
S 1:'-: NUMI1P.R I.m/lll\ .m/.'. ~;'UEL ~",/I3HP-HR .m/HR .mlll FUEL .m/BHP.HR .m/liR a'" III FUEL ."'/DHP.H
159850 9-1-1 2555 202.9 12.86 4839 SZ Z3
159850 10-1-2 2560 203.3 IZ.96 3897 42 (9
159<)77 11-2-1 2555 204.8 12.86 1791 19.0 8.7 396 4. 3 1.9 4355 47 ZI
159977 12-2-2 2555 209.2 12.91 2256 24.5 10.7 366 3.9 1.7 40JO 43 19
159982 15-3 -I 2551 207.9 12.91 2296 24.9 I I. 0 489 5.3 2.3 3884 42 18
159982 16- 3-2 2559 209.5 13. 16 2131 23.0 10.0 464 5.0 2.2 4936 53 23
159983 17-4-1 2555 204.8 12.62 1643 17.0 8.0 481 5. Z 2.1 29015 315 141
159987 44 -5-1 2547 210.2 13. 16 1786 19.4 8.4 4B 4.7 2.1 108(,0 118 51
159987 45-5-2 2551 217. B 13.07 1354 14.2 6.2 668 7.0 3.0 15967 168 73
159987 46-5- 3 2546 218. I 13.50 1411 15.3 6.4 630 6.8 2.8 15900 172 72
Sx 364 107 8147
x 2553.4 208.9 12.90 1834 19.66 8.67 491 3.01 2.28 9769 105.2 46.0
n 8 8 10
pe; 86.9 25.4 1780
pex rn,' IT. 9 5G30
5X 129 37.7 2639
TABLE 9.26
_OF_FOR THIS MODE'
AIRCRAFT EMlSSIONS
SUMMARY
1O-520-D
.MODE: PATTERN
ENGI:'IE TEST RPM BHP AIF N02 HG... GO
S.'7'-! NU1\fBCR .m/HR .m/qFUEL .m/BliP-HR .m/liR .mlN FUEL .m/BHP-HR o"'/HR ,,'I1jl;FUEL am/BHP-HR
159850 9-1-1 1980 35.4 8.40 12716 282 359
151)850 10-1-2 2020 35.8 7.69 8.7 . 18 .24 t}4!S 196 26.1
159977 11-2- 1 2000 37.3 8.61 14.0 .32 .38 1264 Z7 34 20000 430 536
)I;f)1)77 12-2-2 2003 40.0 8.51 23.2 .51 .58 1250 27 31 19851 431 496
1 ~')')H2 15 -J- I I ()()01 ~Z. "J 8.87 24.0 .70 1.0\ \17 9 10 10 \ IN liP) 2(d
I ',f)'J/i? 1(1- ~-2 1'1'15 . 18.0 'J. 7.J 28.0 .7'1 .7.1 181 10 10 II..I')!) \\(, 11.8
) 59')83 17 -4-1 2000 35.8 9.00 21.0 .49 .59 1054 24 29 18(,96 434 522
159987 44-5-1 2000 54.3 8.91 22.4 .46 .41 753 15 14 20537 419 378
159987 45-5-2 2003 55.7 9.00 25.4 .52 .46 688 14 13 19997 412 459
159'187 46-5- 3 2001 56.8 (). 18 25.4 .50 .45 859 17 15 21628 428 38 I
Sx 6. 15 359 4737
. > "
n 'I 8 10
p"; -- I. 18 HI). ., In 10
- --_._- -.1~1r, ---- .~.,!. --'iF1~' -
~. -- -
rdi. --i.,nl, II./ I-I 'Iii
(/):;0
Cb Cb
~"tI
,....0
o "i
;::I M'
-.oZ
o
0'
W
-------
TABLE 9.27
(n ~1J
rt> rt>
~ 'lJ
~. 0
CJ 'j
;:I r+
...0 Z
o
_Ot'_FOlt Till:; M'-~H;
AIU"RAFT t:MISSIOWi
:J\IMMA U \'
1O-5lO-D
MOIII':: J.!!.I.:!:C-, TilXI -- ---
0'
w
V1
....
~
ENGINE TEST RPM BliP A/l" ;-.Jo? II"T CO
.~ .:~ NtIl\111r::R ;-r.1/Hil rJH/:'FtJF:L .m/BIIP-Hll glOl/lmr--;oii'/I/ FUEL gm/BHP-Illt ,m/liR ."'/11 FUF:L r:Il\/BI-IP~I~P
)1)9H50 f)-I-I 100Z 4.6 7 " 2 3 " 2R \0 .,
159ASO 10-1-2 9HO 4.5 7.7(, 3.2 .ZZ 27 J') I HH
159977 11-2-1 1002 4.2 8.01 4.7 .33 1299 89 2615 179
159977 12-2-2 1001 5.7 8.24 7.9 .56 1719 121 2523 177
1599H2 15- 3-1 1004 5.0 A. (,'1 6.5 .50 244 18 2480 190
1599HZ 11,- 3-2 1007 5.0 9. 14 1,.0 .47 250 19 7.11\-, I' H
15'198 J 17 -4 -I 1005 4.0 '). 47 9.3 .70 15 I J IIJ 4(,20 H7
15'1987 44-5-1 1002 5 6 8.50 7.9 .55 97] 68 2171 151
159987 45-5-2 1001 6.6 9.00 7.4 .55 1480 109 1846 IJ6
159987 46-5- 3 998 7.0 9. 11 8.6 .61 1259 'II 1890 IJ7
Sx 2.31 565 777
X 1000.2 5.2 8.37 6.38 .466 1092 78.5 2625 187 'I
n 10 8 10
ne; .50 135 166
ne 1.57 381 524
8i .74 200 246
TABLE 9.28
_OF_FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
10-520-D
MODE: HOT - START
ENGl:-.lE TEST RPM BHP A/F NO.~ IIC' CO
S/~ NUMBER \:.r."./HR cmj
-------
TABLE 9. Z9
_OF_FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
GTSIO-5Z0-H
MODE: COLD START (+130 SEC)
.....
IJ1
E:':E TEST RPM BHP A/F NOl HCT CO
S::-< ~UMBER I.m/HR .m/"FUEL .m/BHP-HR .m/HR .m/N FUEL .m/BHP-HR [!rn/HR .mf,i FUEL .m/BHP-HI'
1 BR2R4 36.1.1 1505 B.)) B.4 31 989 36 9710 350
Z 10206 37 -2.1 1503 II. 05 9. 1 .41 393 17 76-8 348
2 I 0206 38-2-2 1506 II. 35 19 .85 419 18 7454 324
1.10206 39-2- 3 1503 11. 2J 13 .57 H8 15 7-\12 3Z9
Z 102 t IJ 40- 3-1 1505 10.26 13 .53 247 10 8H06 352
2.102.19 41.3-2 1504 10.13 10 .43 316 14 ~H6 147
210111 47-4-1 ,~O(, 10. Z(J II .44 354 14 10107 .116
210111 48.4-2 1507 9.88 9 .37 400 16 101 JO 397
210Zl1 49-4 -3 1500 11. 45 14 .62 Zl2 10 8;')9 390
2 lOll I 50.4-4 1500 10. (,f) 24 .98 211 9 10118 4Zl
210212 51-5-1 1508 10.44 II .4:1 243 10 97(,9 390
210212 52-5-2 1504 II. 78 14 .n 143 7 5514 289
210212 53.5- 3 1504 9.9l 10 .42 508 2 I 9768 399
Sx 4.44 211 1 L~ \8
X 1504 10.52 12.73 .54 370 15.2 87-\7 365.6
n 13 13 13
IDeo .83 3 .5 l69
[pex 2.99 142 970
ax 1.Z3 58.0 399
TABLE 9.30
_OF_FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
GTSIO-520-H
MODE: IDLE-TAXI-LOW
ENGI:-IE TEST RPM BHP A/F N02 HCT CO
sri ~UhIJJER .m/l1R ."'/ffFUEL .m/Blli>-IlR .m/IIR .m/ff FUEL I .m/EHP.HIt ,m/HR ,1"11/:; FUEL .m/EHP.H
188284 36-1-1 1050 10.00 .92 .07 469 H ..~ I () 312
2. 10206 37.2.1 1053 5.9 12.00 3.4 .2R 60() 50 l(,G'1 2Zl
210206 38.2-2 1055 6.2 12.74 B .64 3B5 32 lO13 In
2.) 020(, ]1}-2- 3 1055 5.8 II. 71 4.9 .40 477 38 2-26 205
2.1 Dli r.
-------
_OF_FOR TillS MODE
AIRCRAFT EMISSIONS
SUMMARY
GTSIO~SZO.II
MODE: ~,t:~gH
Vi ~lJ
fl' !lJ
() 'l1"
~ ~ n
(j 'I
;:1 rt
--DZ
o
TAilLE 'J, JI
.....
'"
tN~I;\:"': --- [(I'M i)ll.: '".']' (,"j
'1'1.'; r UIII' l\iI'
S ':{ ~J I 11\11'!':H - - -- ~-lli-;FU'J~:- -:il\i niii;:lu{ ~ 111 I Jilt - .'''I"} UI;;I~ RllllBlfl'--Jlll ~'/"1l i::i (i/.L_t~!.::l~ .~~I~I
- CIO :JI!~
188284 36-1-1 1498 10.23 6.9 .32 1398 63 -~ 416
210206 37-2-1 1501 16.9 11.05 6.6 .30 3'}i 17 7 \1)(, 3H
Z IOlD(, 38-2-2 150(, II}.O II. 3') II .50 349 15 7(, Jf, I!I
Z 10206 19-2-2 I ~nn 17.4 II. (,0 12 .51 41(, 18 _2.:!')~)- II!
210219 40-3-1 1',04 19. \ 10. -I{) 12 .5\ '-'>7 II H I/,n \1,0
210219 41-3-2 1510 19.2 10.84 12 .56 ll6 10 '/970 362
210221 47-4-1 1502 19.4 10.40 II .40 225 10 3112 142
21022 I 48-4.2 150S 18.5 10.44 10 .43 2S0 10 1582 143
210221 4(}-4. 3 1501 19. I II. H, 14 .66 JlH 'I 7(,0 I - 3(,1
210111 50-4 -4 150l 18.5 111.6'1 8 . 36 216 II 7'll5 360
210212 51-5-1 1506 17.9 10. 12 8.3 .35 336 14 9107 387
210212 52-5.2 1498 17.2 ! J. 6(, 11 .60 194 8 OU6 3ll
210212 53-5-3 1501 17. I 10.57 8.3 .36 213 9 /1212 487
Sx 2.27 321 2191
i 1502 18.3 10.82 10.09 .45 360 15.8 7478 335.2
n 13 13 13
'pe- .43 60.0 410
pex J. 53 216 1478
.i .63 88.9 608
o-
W
'n
TABLE 9.3l
_OF_FOR TillS MODE
AIRCRAFT EMISSIONS
SUMMARY
GTSIO- 520- H
MODE: RUN-UP
ENGINE 1'1;;51' RPM IJHP All: <'102 IICT CO
S.':-I NUj\fBF:R omlllR cm/!iFUEL "m/BIIP:HR "mmR "InIH FUEL "m/IJHP-l!!t ,H1/HR ""'/I/rUEL ."'/BHP-I:/F
1 88284 36 -I-I ll55 ll.3 8.85 16 .27 3008 51 27162 460
210206 37-2-1 2245 57.8 10.00 23 .42 451 8 23389 433
210206 18-2-2 2245 59.4 12.58 93 2. I 258 6 12367 281
210206 39-2-3 2249 57.5 10. 16 35 .64 398 7 23157 424
210219 40-3-1 ll45 0.7 9.20 32 .54 461 8 24862 424
210219 41-3-2 2250 62.4 12.60 88 2 264 6 12899 286
2 I 0221 47-4-1 225 I 63.4 10.30 38 .70 425 8 24137 434
210221 48-4-2 2252 60.6 9.97 37 .68 400 7.2 23398 421
210221 49-4 -3 2255 59.8 II. 00 59 1.3 250 5.5 14991 333
210221 50-4-4 2252 b2.1 9.88 34 .OJ 40 . < 00<9 4<1
2 I 0212 51-5- I 2243 58. 1 9.% 25 .44 485 8.5 24600 435
210212 52-5-2 2244 58.7 10.91 42 .86 292 6 18712 378
210212 53-5-3 2247 57.5 9.95 25 .44 505 8.9 26215 460
Sx 23.9 734 5034
x 2249 57.0 10.46 42. I .85 584 10.6 21501 399.2
n 13 13 13
I pe" 4.48 137 942
'pex 16.2 495 3396
-------
TABLE 9.33
_OF_FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
GTSIO-520-H
MODE: TAKE-OFF
.....
-.J
E1>IGI:-IE TEST RPM BHP AIF ~O? HC.,. CO
S/N NUMDER cm.!HR .m/"FUEL .m/BHP-HR .m /l!R .m/" FUEL .m/BHP-HR .m/HR g11\ Ili FUEL .m/BHP-H
188284 36-1-1 3410 361. 0 9.38 124 .48 .34 1234 4.7 3.4 126109 488 349
210206 37-2-1 B95 360.7 9.36 70 .27 . 195 1385 5.3 3.8 127300 480 350
2 10206 38-2-2 3402 362.7 9.46 141 .55 .39 1026 4.0 2.8 122076 476 336
210206 39-2-3 3408 350.2 9.48 110 .42 .314 1258 4.8 3.5 12887.\ 493 367
210219 40-3-1 3410 359.7 9.31 108 .41 .30 1242 4.7 3.4 126'i7l 484 .151
210219 41-3-2 3403 359.4 9.42 124 .48 .34 1023 3.9 2.8 125642 490 349
210221 47-4-1 3402 364.5 9.50 III .52 .36 1229 4.8 3.3 B5756 337 235
210221 '48-4-2 3402 366.2 9.74 127 .50 .35 1248 4.9 3.4 125810 495 343
210221 49-4-3 3410 362.7 9.53 163 .64 .45 1092 4.3 3.0 123085 484 B9
21022 I 50-4-4 B95 359.0 10.08 150 .62 .42 1146 4.7 3.2 121418 503 B8
210212 51-5- I B99 35 I. 9 9.43 92 .36 .26 1244 4.8 3.5 125247 483 355
210212 52-5-2 3407 347.1 9.46 103 .40 .29 1163 4.5 3.3 126110 490 360
210212 53-5-3 3404 350.2 9.3Z 1189 4.6 3.4
S. 25.4 101 11613
x 3404 358. 1 9.50 120 .47 .B 1191 4.61 3.29 122000 475.3 339.3
n 12 13 12
P;,o 4.95 18.9 2261
00- 17. I 68.0 7833
aX 7.33 28.0 3352
TABLE 9.34
_OF_FOR THIS MODE'
AIRCRAFT EMISSIONS
SUMMARY
GTSIO-520-H
MODE: CLIMB-RICH
ENGI:-IE TEST RPM BHP AIF NOZ HC'r CO
s::-: NUMDER ~:;)/!~P~ em I~ FUEL .m/IIIIP-HR .m/IIR .m/ll FUEL .m/BHP-HR "m/lm r!.1Tl/i1 FUEL .m/DHP-H
IB8284 36- 1-1 2990 257.5 10.40 160 I. 00 :6e 598 3.7 2.3 7.t855 465 201
21020(. 37-2-1 2922 271. 9 10.88 }')6 1.3 .72 459 3.0 1.6 67~45 450 248
210206 38-2-2 2927
Z I 0206 39-2.3 2924 264. I 10.81 205 1.3 .78 514 3.2 1.9 6.1217 404 243
21 (211) 40.1-1 2927 29(). (, II. 08 2'17 1.8 .93 'i 12 3.2 1.'1 (,II).!"! 404 212
llOl.IIJ -11-1-2
210221 47 -4 - I 2')11 2(,2.7 10.21 166 1.0 .63 602 3.6 2.2 6B')81 420 262
210221 4B.4 -2 2930 2(,5.2 10.57 t()Z I.G .62 558 3.4 2. I 70001 434 263
210221 4'J-4 -., Z'}Z1 2(J4,2 10.50 Z02 2.0 .77 554 3.4 3.0 {,}II-I'} 42<) Z[,O
1.101./, I S /1- -1 ~<1 l')l', 1.l.4. (J 10, "II~. 1117 I.. I. .71 r;',H \ 5 I. 1 - --_:U~ 1\0 .I.j;~ /.(.(,
/, 101. II. 1)1 - ~J - I 1.')24 .U,''- 7 In, 7,1 IHI. 1.1 ,{,II >15 j 2 1 ' {,(,.ItJo 415 If,t)
210212 52 -5 -2 2926 267. Z 10. H7 200 1.2 . '15 469 2.9 1.7 6598~ 415 246
210212 53-5- 3 2926 l61. 7 10.53 514 3. I 1.9
Sx -- --- II. H -- - 4(1, (, \ \H"
- 1.110 11 'I,~".H.- ~-'--
i .~ _0.L.~ ~.~~ 1".1 I. "I .'/.' I, L~ " ,~'I .... n \
.. 10 II 10 ..
r::i...- ~.I '1.5 II.. \
.Ex 1.2. H 11..1 .'.!H(,
... 10.'1 1.1.1 - --- 1 II II..
(J)~
(1) (1)
~"t1
.....0
o '1
D ~
-.oZ
o
'"
VJ
-------
'1'1\ '" .'1; 'J, ,~
AIRCRAFT EM1SSIONS
SUMMARY
GTSIO-5lO-11
_OF_FOR THIS MODE
HI ~ I I
37-l-1
38-l-2
39-l- ,
40.1. I
.11-1-1.
47-4-1
48-4 -l
49-4-3
50-4-4
51-5 - I
S2-5-2
53-5-3
}'.;-lc-jl:-.lJ-: --n;;::-I-'-'-rrnJt\1 -- Bill'
,. '0, N11r-.1111 I: _. - -.-
I MII/n..
210206
l10206
Z 10206
Z J Oll!}
2101.1 f)
ll0ll1
Z 10lli
Z IOZ21
210111
ll021Z
lIO!.I?
Z 1021l
2!!!2~- ~~- 1/--, j, t'
Z(JlO lRJ.3 12.'14
2'Jll Z7J. 1 12.81
292(, 270.2 n.81
2'J H) 1.7>1. J 1/.74
.~(I.~n ,~,.o II 1.'.J1
1.!1Sl l7f.., 1~.7.'
2930 Z75.2 12.69
Z9Z4 270.9 12.54
ZfJ24 2(,7. (, II.. (,7
1.91.1 1.6'I,H 1~.'l'l
Z', lH 1.70. H II.. HI
l'Jl3 1.66. (, JI..71
--
-'-N(~-----
,I~I_'~./.'_'J~ j~~~!.;.!. 1""/11111' 1111
9"7 7. 4 ']~R ---
120Z 9.0 4.Z
8?7 6.7 3.3
128M 9.6 4.7
IFI7 8.7 4.2
!H') 7 '/. ') " '~
(,87 5.1 2.?
1059 7.9 3.8
1044 7.9 3.9
8S5 7.0 1.2
I) JfJ 7.0 t. S
1035 8.0 j.9
---'---il(:~l:-- --..
I~'_"/!I.!.! H11I~H~r~ plll/HIII'.lIlt
1'14 2. ? 1.5
307 Z.3 1.0
l.4 I. <} I. ()
108 2. 3 I. I
JI,I I.. (, I. l
107 I.. , I, l
35 I l.6 I. Z
764 I. 9 I. 0
304 Z. Z I. I
'0(. 2.2 I. I
", J l, (, I. ,
l64 l. !J J. 0
l63 1.9 1.0
MODE: CLIMJI- LEAN
,'''/1111
H.1R'J
Z'Jr;(J(,
J'J J' I
.2 7(0\..,
::(:i~
23328
3 I 350
31219
J(,(Hl
, I (JH'J
31483
I.f'
.nil!; I III I.
212
ZZI
2(1"
1.07
1.\4
l H.
174
Z33
ZI4
l(,'j
ll7
l35
(/) ~
(~ ~
;; 'U
u
o '1
;:J rt
--oZ
o
A/'"
'""" I ~IIII'.IJI
II"
105
110
102
"'
I 1(,
843
113
115
1101
117
116
0,
W
U1
Sx 16Z 131 3616
X Z930 271. 3 Il.72 1018 7.68 3.77 349 Z.l7 J. 13 31420 l34.7 115.4
n IZ 13 IZ
I De; 31. 5 l4.5 706
I pex 109 88.2 Z446
IX 46.7 36.3 104"1
.....
00
_OF_FOR TillS MODE
TABLE 9.36
AIRCRA FT EMISSIONS
SUMMARY
GTSIO-520-H
MODE: PATTERN
E?'IGI:>IE TEST RPM BHP A/F NO:~ IIC'r CO
S.'N --I': U ~.!1.!f lL ~I:0l L"2.L!.!'L ..£."1/ill:l!fL ..£",/BIIP-IIR .j;n1L.!..!!t ,111/# FUJo.:L em/BHP-lIIt em/IIR aBl.lii FUEL em/BHp-H
I B8lM 36-1 - I -2860- - 177.2 186 1.7 1.05 373 'I 3.5 Z. 10 11466 109 65
Z I OZ 06 37-2-1 l695 177.5 10.58 121 1.1 .68 376 3.4 Z. II 43423 400 245
Z I OZ 06 38-l-Z l696 179.5 12.26 45 I 4.8 l. 5 I l71 Z.8 I. 5 1 l581l 274 .144
Z I 0206 39-Z- 3 2695 172.9 10.68 IZ9 I.l . 75 407 3.7 Z.35 43880 408 Z54
llOZ 19 40-3-1 l690 170.0 10. 6l 138 1.3 .81 409 3.7 Z.41 44515 410 l62
II OZ 19 4 I -3-Z 2703 178.4 12.80 73l 8. I 4.10 Z67 l.9 1.53 Z0033 lZl III
Z IOl21 47-4-1 Z70l 173.9 10.48 IZ9 I.Z .74 440 4.0 l.53 43412 396 l50
llOlll 48-4 -Z Z695 169. 7 10.55 12Z 1.1 .72 372 3.4 l. 19 4384l 407 7.58
Z I OZl I 49-4-3 l701 175.5 IZ.69 798 9.0 4.55 263 Z.9 I. 50 17 I 17 In 98
2 10Zl I SO~4-4 l695 109.7 10.88 137 1.3 .81 404 3.8 Z.38 44Z95 419 Z61
Z 10lll 51-5-1 Z6n 170.7 10.82 146 1.4 .86 438 4. I Z. 5 J 38015 357 223
Z I OZ 12 5Z-5-2 2695 171.6 I J. OB 1079 I. l 6. Z9 Z30 l.6 I. 34 Ill66 141 71
l 10l I 2 53-5-3 l693 167.0 10.47 116 1.1 .69 404 3.7 Z.4Z 4Z44I 391 l54
Sx 329 73 Z 13533
X Z695 173 4 II 30 330 3 5 I 89 358 3.42 Z 07 33111 317 19Z
n 13 J3 13
'pe; 61 5 13.7 Z532
I Dey ZZZ 49.4 9128
oR 91. Z ZO.3 3753
......AN VALUES:
, FULL RICH RUNS Z695 171 4 10 64 IZ9 I 21 76 406 3 73 , 37 4Z98Z 399 Z51
-------
TABLE 9.37
_OF_FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
GTSlO-520-H
MODE: IDLE-TAXI
......
'D
=: "'G 1:'>: £ TEST RPM BHP A/F NO> HCT CO --
S ':'>: !':U~!BE:R mliIn. plnti/FUE:L .mlfillP-Hl\ I'n'\/HR om" FUEL m/BHP-HR pm/HR gm", FUEL .m/BHP-HB
188284 36-1-1 1507 II. 5 9.61 9.8 .43 1088 47 976 42
210206 37-2-1 1505 16.7 9.86 4.2 .20 346 16 6467 307
21020(, 38-2-2 1496 17.8 9.86 9.2 .44 520 24 500 I 238
210206 39-2-3 1493 17.9 10.52 9.4 .45 302 14 6983 332
210219 40-3-1 1490 18.5 9.86 11 .51 lb6 12 7771 361
210219 41-3-2 1501 18.4 11. 54 13 .68 149 7.6 5900 302
210221 47-4-1 1500 19.4 9.57 8.0 .33 380 16 9141 389
210221 48-4-2 1502 lM.7 9.00 7.2 .31 333 14 8588 365
210221 49-4-3 1501 18. I' 10.50 11 .54 272 13 74n 355
210221 50-4-4 1500 18.5 9.70 8.0 .33 473 20 9515 410
210212 51-5-1 )495 17.5 10.17 6.4 .28 518 23 9059 393
210212 52-5-2 1493 17.3 10.45 8.0 .39 255 13 7H7 369
210212 53-5-3 1496 16.8 9.56 8.0 .29 582 24 9468 394
Sx . 2.25 236 2344
x )4.98 17.5 10.02 8.71' .398 422 18.7 no.' 327.5
n 13 13 13
P.- .42 44.2 438
P.x 1.52 159 1581
9;< .62 65.5 650
TABLE 9. 38
_OF_FOR THIS MODE
AIRCRAFT EMISSIONS
SUMMARY
GTSIO-52O-H
MODE: HOT START
ENGINE TEST RPM BHP. A/F N02 HCT CO
S.'j~ NUr-.tI3ER I.m/HR .m/flFUEL gm/BHP-HR gm!llR "m/# FUEL .m/BHP-HR .m/HR ."'"FUEL gm/BHP-HR
188284 36-1-1 1050 15. 16 .95 .10 439 46 3793 399
210206 37-2- I 1045 11.52 3.4 .27 480 38 25.\0 202
210206 38-2-2 1052 12.20 6.0 .51' 471 39 2428 205
2 I 0206 39-2-3 1053 11.30 6.0 .53 379 34 2578 210
21021 I) 40- 3-1 1055 II. 25 7.3 .57 186 30 7.02"1 158
2107. 19 41- 3-2 I (JotS 12.21 7.6 .55 .IM'I 40 )1,\1. 125
2 IOl21 4l-4-1 105 I 10,29 6. I ,44 417 10 15 s'-, 252
2 lOll I 48-4 -2 105 I 10.70 6.4 .45 417 29 4036 282
/.101.1.1 4'}-4 -'~ 10'j"J 10. 'JI 7.8 .1.0 487 17 Hol, 258
1.100.1 (,0 4 -4 (uf,H ",(.0 1..'1 ,-1', ',(,7 18 1/..,0 - /..'.1
I. lOll/. I) I-S- I IIHH In. JH S.6 . jl) 1.')-1 ,18 . ---:j\"jp, Hlh
210212 52-5-2 1048 10. 11 5.5 .42 465 35 -'l~H 2-18
210212 53-5-3 1051 10.76 7.0 .44 565 41 4193 303
Sx I, HI} til,.4 IiH1,
; ~:...H~ -- ~_._-_. - ---- 1H!.._- .- \111.' -- -'- -
,,- .-.--- --.-. ----
~- -- 1---' -!1--- I' 1\ .
II': -- - . ir, I{,.I. Ii,;,
w 1.25 58.3 5' "/
RX .51 24.0 2-15
(J)~
CD CD
~"d
....0
o '1
;::s .-+
",Z
o
0'
IoN
-------
TABLE 9.39
WEIGHTED MASS EMISSIONS, gm/HR.
(J) :.u
(!1 I'D
~ 'U
... ()
o 'i
;J rt.
-..oZ
o
N
o
I-;;~ N02 I ---HCr -1=_~m!HR___J_;~F - T ,,--
MODE 1 gm!H R I xWF I " I gm!H R ~v.:F I "
0-200-A
1 - COLD START 4.'17 .69 .03 .16 223 9.97 5.5S 6(,<) 29.9 .35
2 - IDLE-TAXI-LOW 8.95 .91 .08 .42 102 9.13 5.09 1233 llO.4 1. 29
3 - IDLE-TAXI-HIGH 13.42 2.14 .29 1. 54 186 24.96 13.90 2434 326.6 3.81
4 - RUN-UP 4.47 14.2 .63 3.34 80 3.58 1. 99 3801 169.9 1. 98
5 - TAKE-OFF 1. 34 53.1 .71 3.77 300 4.02 2.24 20,629 276.4 3.23
6 - CLIHI3-RICII 28.65 53.1 15.21 80.73 300 85.95 47.87 20,629 5910.2 68.99
8 - PATTERN 28.65 5.8 1.66 8.81 94 26.93 15.00 5028 1440.5 16.82
9 - IDLE-TAXI 13.64 1.65 .23 1. 22 110 15.00 8.35 2219 302.7 3.53
TOTALS 18.84 99.99 179.54 99.99 8566.6 100.00
0-470-R
1 - COLD START 4.47 4.3 .19 .21 794 35.49 7.34 2332 104.2 .81
2 - IDLE-TAXI-LOW 8.95 4.8 .43 .48 801 71. 69 14.83 2924 261.7 2.04
3 - IDLE-TAXI-HIGH 13.42 5.9 .79 .88 644 86.42 17.88 4524 607.1 4.72
4 - RUN-UP 4.47 22.7 1.01 1.13 232 10.37 2.14 9090 406.3 3.16
5 - TAKE-OFF 1.34 82.9 1.11 1.24 1133 15.18 3.14 60,421 823.0 6.40
6 - CLIMB-RICH 28.65 254.0 72.77 81.15 397 113. 7 23.52 25,172 7212.0 56.09
8 - PATTERN 28.65 44.1 12.63 14.08 210 60.17 12.45 10,145 2907.0 22.61
9 - IDLE-TAXI 13.64 5.4 .74 .83 663 90.43 18.71 3938 537.1 4.18
TOTALS 89.67 100.00 483.45 100.01 12,858.4 100.01
10-520-D
1 - COLD START 8.16 5.9 .48 .18 839 68.46 8.50 1460 119.1 .92
2 - IDLE-TAXI-LOW 8.16 6.2 .51 .19 830 67.73 8.41 2123 174.0 1. 34
3 - IDLE-TAXI-HIGH 12.24 9.0 1.10 .41 924 113. 10 14.04 3057 374.2 2.89
4 - RUN-UP 8.16 19.4 1. 58 .59 554 45.21 5.61 10,279 838.8 6.48
5 - TAKE-OFF 1.72 274.0 4.71 1. 76 1021 17 .56 2.18 53,828 925.8 7.15
6 - CLIMB-RICH 12.37 '238.0 29.44 10.99 778 96.24 11. 95 39,859 4931.0 38.10
7 - CLI11B-LEAN 12.24 1834.0 224.5 83.79 491 60.10 7.46 9769 1196.0 9.24
8 - PATTERN 24.49 21.3 5.21 ' 1.94 821 201.1 24.97 16,563 4056.0 31. 34
9 - IDLE-TAXI 12.45 6.4 .80 .30 1092 136.0 16.88 2625 326.8 2.53
TOTALS 267.92 100.15 805.50 100.00 12,941. 7 99.99
GTSI0-520-H
1 - COLD START 8.16 12.7 1.04 .44 370 30.19 7.01 8747 713.8 2.64
2 - IDLE-TAXI-LOW 8.16 5.4 .44 .18 419 39.19 9.10 3167 258.4 .96
3 - IDLE-TAXI-HIGH 12.24 10.1 1. 24 .52 360 44.06 10.23 7478 915.3 3.39
4 - RUN-UP 8.16 42.1 3.44 1.44 585 47.74 11. 09 21,501 1755.0 6.50
5 - TAKE-OFF 1.72 120.0 2.06 .86 1191 20.49 4.76 121,990 2098.0 7.77
6 - CLIMB-RICH 12.37 194.0 24.00 10.05 532 65.81 15.29 68,011 8413.0 31.15
7 - CLIMB-LEAN 12.24 1018.0 124.6 52.20 350 42.84 9.95 31,419 3846.0 14.24
8 - PATTERN 24.49 330.0 80.82 33.86 358 87.67 20.36 33,133 8114.0 30.04
Q - IDLE-TAXI 12.45 R7 1 OR 45 422 52.54 12.20 7205 897.0 3.32
TOTALS 238.72 100.00 430.53 99.99 27,010.5 100.01
C7'
W
Ul
-------
N
.....
WF % 1 N02 I HCT I co
MOOE I gm/#FUEL I .WF I % I gm/#FUEll .WF I % I gm/#FUEL I .WF , %
0.200.A -
1 - COLD START 4.47 .19 .01 1.96 63.3 2.83 22.73 188 8.40 2.82
2 - IDLE-TAXI-LOW 8.95 .22 .02 3.92 23.7 2.12 17.03 263 23.54 7.91
3 - IDLE-TAXI-HIGH 13 .42 .26 .03 5.88 21.0 2.81 22.57 288 38.65 12.99
4 - RUN-UP 4.47 1.06 .05 9.80 5.3 .24 1.93 260 11.62 3.91
5 - TAKE-OFF 1. 34 1.01 ,01 1.96 5.7 .08 .64 392 5.25 1. 76
6 - CLIMB-RICH 28.65 1.01 . .29 56.86 5.7 1.63 13.09 392 112.31 37.75
8 - PATTERN 28.65 .26 .07 13.73 4.2 1. 20 9.64 226 64.75 21. 76
9 - IDLE-TAXI 13.64 .19 .03 5.88 11. 3 1. 54 12.37 242 33.01 11.09
TOTALS .51 99.99 12.45 100.00 297.53 99.99
0-470-R
1 - COLD START 4.47 .38 .02 1.49 62.9 2.81 12.43 212 9.48 3.25
2 - IDLE-TAXI-LOW 8.95 .38 .03 2.24 64.5 5.77 25.52 244 21. 84 7.48
3 - IDLE-TAX I-HIGH 13.42 .38 .05 3.73 37.5 5.03 22.25 294 39.45 13.52
4 - RUN-UP 4.47 .81 .04 2.99 7.8 .35 1. 55 313 13.99 4.79
5 - TAKE-OFF 1. 34 .64 .01 .75 8.7 .12 .53 505 6.77 2.32
6 - CLIMB-RICH 28.65 2.85 .82 61.19 4.4 1.26 5.57 283 80.94 27.73
8 .- PATTERN 28.65 1.12 .32 23.88 5.6 1.60 7.08 270 77 .22 26.46
9 - IDLE-TAXI 13.64 .37 .05 3.73 41.6 5.67 25.08 309 42.15 14.44
TOTALS 1. 34 100.00 22.61 1.00.01 291.84 99.99
10-520-0
1 - COLD START 8.16 .59 .05 1.62 84.0 6.85 18.65 140 11.42 4.58
2 - IDLE-TAXI-LOW 8.16 .57 .05 1.62 75.6 6.17 16.80 192 15.67 6.29
3 - IDLE-TAX I-HIGH 12.24 .58 .07 2.27 57.0 6.98 19.01 199 24.36 9.78
4 - RUN-UP 8.16 .58 .05 1.62 15.6 1.27 3.46 290 .23.66 9.49
5 - TAKE-OFF 1.72 1.8 .03 .97 6.7 .12 .33 357 6.14 2.46
6 - CLIMB-RICH 12.37 2.0 .25 8.09 6.5 .80 2.18 338 41.81 16.78
7 - CLIMB-LEAN 12.24 19.7 2.41 77.99 3.0 .37 1.01 105 12.85 5.16
8 - PATTERN 24.49 .49 .12 3.88 17.9 4.39 11. 96 367 89.88 36.07
9 - IDLE-TAXI 12.45 .47 .06 1.94 78.5 9.77 26.61 188 23.41 9.39
TO'1'ALS 3.09 100.00 36.72 ~00.01 249.20 100.00
GTSI0-520-H
1 - COLD S'I'AR'1' 8.16 .54 .04 1. 79 15.2 1.24 11.78 366 29.87 9.02
2 - IDLE-TAXI-LOW 8.16 .40 .03 1. 35 31.5 2.57 24.41 236 19.26 5.82
3 - IDLE-TAXI-HIGH 12.24 .45 .06 2.69 15.8 1.93 18.33 335 41.00 12.39
4 - RUN-UP 8.16 .85 .07 3.14 10.6 .86 8.17 399 32.56 9.84
5 - TAKE-OFF 1.72 .47 .01 .45 4.6 .08 .76 475 8.17 2.47
6 - CLIMB-RICH 12.37 1. 39 .17 7.62 3.3 .41 3.89 428 52.94 15.99
7 - CLIMB-LEAN 12.24 7.68 .94 42.15 2.3 .28 2.66 235 28.76 8.69
8 - PATTERN 24.49 3.5 .86 38.57 3.4 .83 7.88 317 77 .63 23.45
9 - IDLE-TAXI 12.45 .39 .05 2.24 18.7 2.33 22.13 328 40.84 12.34
'1'0'1'111.5 2.23 100.00 10.53 100.01 331.03 100.01
TABLE 9.40
WEIGHTED MASS EMISSIONS, gm/#FUEL
(J)~
(1) (1)
~"O
....0
o '1
;:3 M-
-DZ
o
'"
VJ
-------
Re::J~": ~o. 635
SeC:~:;i '?
14
;~ 12
a:
:J:
I z
a... 0 10
:J: f-
aJ <::
~a:: 8
a..f-
- z
f-w
U U
:J: Z 6
tr.> 0
aJ U
~ 0
NU 4
o
Z
tr.>
aJ 2
o
220
a:
:J:
I
a...
u~
u.. ---
tr.>aJ
aJ ....J
.5
.........
............... ............... /
-.............. ~O% /
-......... ............... /
............... -..............
.............
---- ----BSHCt; gm/BHP - HR / ...............
~ t'-..........
~m/BHP HR -..............
-
~ HP (OBSERVEO) ~ "'-..
~
/ ~
'"
~
'\
~ ------AV"G. CYL. HEAO TEMP.
~
...........
" ~
~ ............
"--- ~FC(OBSERVED)
- --
210
o
w
>
a:
w
a...tr.>
:J:aJ
aJ~
200
190
400
o
<::
w
:J:
380
....i
>-LL
U 0 360
. a...
t.:)~
>w
<:: f- 340
.6
.4
10
11
12
13
A/F RATIO
14
15
16
Figure 9. 1
Emissions and Engine Performance at
Take-off Versus A/F Ratio, 0-470-R
S/N 211333. .
-------
." "
"'" .....,.. r---
--
.... ...............
~
~
"' "
8
~....... ...............
', \.I ~
.. " - co .............
,, '... " v
r--., " ..... E)
...~ - N02 A- - ----A
250
200
150
a:
:I:
N E
t:n
\,.0.) j-
:I: 100
600
.8
.6
a:
:I:
E
t:n
a:
:I:
E
t:n
o .
400 (..) .4 8'
z
50
o
o
25
50
75 100 125
TIME (SECONDS) AFTER START.UP
150
175
Figure 9.2 Cold Start Mass Emissions as a Function
of Time, 0-200-A, SIN 213504, Test 7-2-1.
200
o
200
.2
o
CI1~
~ Cb.
~"O
~. 0
o >1
P f1'
-DZ
o
'"
\,.0.)
-------
. ,.1 "1 ,J "1. ,..;; ':O:-:T.-'-J~---:-r.
~1&f~~f,~t~:c;'.. ....i
1--.. ~t.._... I'" -'-'!--C,-,' . ~ 1..-. # 6
N
~
...
o
o
"*
"0
~~~:3,:2 ...::~: ';:f~i~~'::,::;: ::,! ~
:;i~~:~~:!~~' ::~1 (~~):I:O
,.
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~i~~t~![
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~ --... ..-. "-~'. ...
~;':.:1:.::-:.;:!~-.::.:.:.. ..
:.: ::+:::::~-;::~:>:. ;-;j:;j~;~;~:i:-t;-
.~==~~ . 1_~-:__~.:.... -~':~~.-r=.t-=
.:~t~;~~;:~ ~~~~:~'~?~~! :~=~~~~::~f:~~:~~{~
::'::~:.:~:rL'. ; .--1 ';~;.:_.!. I .
,-.-' ~.~.::~ :~-;~ .::-.-:j_:~ ~'.
. -.~o-'-4_..~_. . ,
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Section 9
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SECTION 10
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Report No. 635
Section 1]
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Section 11
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Section 11
AIRCRAFT EMISSIONS PROGRAM
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Report No. 635
Section 11
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CIIU!W CH'...
I!'NGINF.£1It --I11.lf..,tf.II~€---
Figure B-8 Engine Log Sheet
-------
Report No. 635
Section 11
244.100 A+F I ~
\.. 11-780 A/I=' X
0-820 1- ot f:'/A X
{) ~ /JOz'OIU/HR X
~ 1 3 . 74 4
~ 0-719 NO 2tJf&f Iii HELl
Q 143-028 HCr 8~ / lie X
." 7-488 t-ICr 8~/IIFc.nX
~
\J 5524.773 co 3"'" /H/? X
289-255 co gtM.IIJ ~x
. . . . . . . . . . - x
156-900 A~P X
11-162 AlP x
0-810 /-dJ:/A x
~ 5.888 tJOZ.OILI/ #x x
~
~ 0-456 1.101 8~ III F...rl.-X
.
, 0 - 853 IJOl,J"w/J3H,A#L
')(
~ 232-622 HCTtr~../JiR x
t 1 8 - 032 IKr 3 11.1//1 P./U.x
~ 3 3 - 7 1 3 HCr JU.I /8,,'.J'N~
-.)
<::) 3 2 2 2 - 3 9 ::,. CO fj"-I I/./K X
"
249-797 CO 8fA.<. IH M/{:"L x
467-013 CO gtLf /f}1./~2 H~l
- - - - - - - - - - . x
244-300 x
11-6'5H x
~ .0 . 8 1 (3 X
'C 1 1 - 4 6 4
.... x
~ 0-593 X
.
~ 0-666 x
.r( 149-464 .t
".
7-744 x
'U 0-689 .(
"
~ 6226-710 oJ
"-
Q 3'22-627 :>
362.018 r
~".. ." . en ...
Figure B~ 9
Section of Calculations Print-Out
Tape (Corresponds to Run 52-5-2
Modes 1-3).
-------
Report No. 635
Section II
r"~TELEDYt lE CONllNENTAL MOTORS
INTER-DEPARTMENTAL MEMORANDUM
DATE
7/8/71
TO
File
COPIES TO
FROM
E. Correll
=-
LAB NO.:
SOURCE:
ANAL YSIS:
COMMENTS:
/mea
A
TRUE
- ----
PLANT
71-G-15.
SUBJECT OCTANE GASOLINE
Getty Street
Aircraft Test House.
Sample taken from line 6/28/71.
Gravity, API
Gra vity, Specific
Appearance
Color
R VP @ 1000F
Lead Content
ASTM Distillation -
Initial
10"70
20"70
50"70
90"70
End Point
Recovery
Residue
Loss
67.8
.7100
clear
yellow-green
5 . 8 # / sq. in.
1. 99 ml TEL/ gal.
1l3oF.
162
180
211
246
310
99.0"70
0.7"70
0.3"70
The yellow-green color of the gasoline is due to the
addition of DuPont I s "Oil Color lA" dye to the fuel
as a means of detecting minute fuel system leaks during
production test. Recommended addition is 5 oz. dye per
7500 gallons.
Gasoline is approved as meeting the requirements of
MIL- G-55 72D specification for Grade 100/.130 Gasoline.
s/ E. CORRELL
E Correll
COpy
----
Figure B-10
-------
Report No. 635
Section 11
"'~~TELED,{NE CONTlNENTALMOTORS
INTER-DEPARTMENTAL MEMORANDUM
"
DATE 7/8/71
TO File
"
COPIES TO
FROM E Corre 11
PLANT
SUBJECT OCTANE GASOLlNE
Getty Street
LAB NO. :
SOURCE:
SPEC.:
ANAL YSIS:
COMMENTS:
Imea
Q
A
TRUE
- ----
7l-G-14.
Aircraft Test House.
Sample taken from line 6/28/71.
MIL-G-5572D Grade 80.
Gravity. API
Gravity. Specific
Appearance
Color
RVP @ 100oF.
Lead Content
ASTM Distillation:
Initial
10%
20%
50%
90%
End Point
Recovery
Residue
Loss
74.5
.6869
clear
red
5.7 3/sq. in.
0.39 ml TEL/gal.
1190F
150
159
180
233
305
99.0%
0.7%
0.3%
Gasoline is approved as meeting the requirements of
MlL- G-55 72D specification for Grade 80 Gasoline.
COpy
----
sl
E. CORRELL
E. Correll
Figure B-11
Laboratory Test Report 71-G-14
-------
-II~< NOMOGRAPH FOR THE DETERMINATION OF POLLUTANT MASS FLOW RATES LIQUID FUEL COMBUSTION
mt+1:;, BASIC EQUATION = POLLUTANT MASS FLO_W RATE (gm/HRI = K . (AIR +, ~~7~ ~~?~,SI/HR x CONC (PPM) x 106 MOLEC~LA~ WE~HT OF'EXHAUST
K VALUES: - . _1 m. .. -I JJ N. 0, (AS N02) CO { . . - .f - HCn f POllUTANT' -
(MOLECULAR WEIGHT OF POllUTANT) I - - - : - - - : . : - . 2400 I ' i-I: - -- :\. 'J: - . - .... - - . : -, - -
H02. 46.008 . -- - -- 90' . -- +1-1. - . -. - - - --
CO. 28.010 - . . : -- '1 :l~ t .. I - : .1. - :- - . t - - - -t T,..1 - --
HC., , 14.003 - - - .: -. l . 2200- - - - t - - - - . - r
:-1-} '---~:_- :- J:
H~ -: ~'~ - -- - - ~~t1Iic u U.:J1. :
. - IH .J:t , . -- - - . lit - :. ft -r. j
- - 60 - - ~800. '. =!-1
1
"1
MOLECULAR WEIGHT OF EXHAUST FROM
HOTTEL ET AL., "Thermodynamic Charts
for Combustion Processes" Wiley. 1949
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t
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-- --
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-
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--
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-
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- {-
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- -,-
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; -. .};;.."-- ~-
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.- .: ~' x13!:
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.,
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-
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o
400 600 :
AIR FlO~..::
(LB/HR)cL
800 '
-
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Figure B- 12
Mass Flow Rate Determination Nomograph.
-
-
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r 2000 -
-
-
- - . - 1750
-
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-
--
1500 Z
o
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a:
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--
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10500 ~r-
i: -i:
-=1
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w
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w
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-
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3000
1500 '
-
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--
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U1
-------
<:'
(' I}
TABLE I
Span Gas Cross Check
Contin- Scott Scott
Cylinder # EPA Allison enta 1 P&W Norfolk Allentown
A-247
Hydrocarbon
(ppm, propane) 7l(:!:1) 60 (:!:1) 57.3 (:!:2) 68. 1 (:!:1)
13359-B
Hydrocarbon
(ppm, propane) 10 . 7 (i.. 5) 7.5(:!:..5) 9.0(:!:..5) 9.7(i..5)
A-6775
CO (ppm) 83 (:!:.20) 101 (:!:.2) 93 (:!:.5) 101 (i.5)
A-672
CO (ppm) 500 (i.2 5) 565 (i.?) 515 (+20) 530(+20)
C02 ('Yo) 1.57 (i..05) 1. 68 (i.?) 1. 55Ti.. 03) 1. 58T:!:..03)
A-6741
C02 ('Yo) 4.2 (i.. 05) 4.5 (:!:..05) 4.16(i..05) 4.28 (i..03)
A-2334 .
NO (ppm) 85(:!:.1)** 87(i.3)* 78 (i.3) * 81. 6 (i.2) **
...... 89.5 (:!:.2) ** 67.5(i.5)*
v.>
SSB-162
NO (ppm) 20.5(i.1)** 21(+3)* 19.5(i.3)* 19(:!:.2)**
20(~2)** 13 (:!:.3) *
1-15738
NO (ppm) 1240 (:!:.50) ** 1140 (i.l00) * 1250(i.50)**
A-1905
CO ('Yo) 1. 56 (i.. 03) 1. 5 (i.. 03 i 1. 5 (:!:.2)
1-4523
Hydrocarbon
(ppm, propane) 1110 (:!:20) 1060 (i.20) 1024 (i.20)
FF-17054
CO ('Yo) 3.99(i..15) 3.95(i..05) 4.2(+.2)
C02 7.64(:!:..2) 7.7(:t.2)
HC 731(i.30) 700 (:!:30) 695 (i.30)
(ppm, propane) C/)~
CD CD
A TRUE COPY ~'O
....0
o '1
;:3 rT
-z
-0
'"
v.>
VI
Table B-1
------- |