COLLECTION AND ASSESSMENT
OF AIRCRAFT EMISSIONS BASELINE
DATA - TURBINE ENGINES
PWA-4339
Pratt & Whitney fiircraft
U
DIVISION OF UNITED AIRCRAFT CORPORATION
EAST HARTFORD , CONNECTICUT
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COLLECTION AND ASSESSMENT
OF AIRCRAFT EMISSIONS BASELINE
DATA - TURBINE ENGINES
PWA-4339
Prepared for
Environmental Protection Agency
Under Contract 68-04-0027
Final Report
February 1972
Written by:
~.
A.W. Nelson
Program Manager
Pratt & Whitney Rircraft
U
DOVOS'ON Of" UNITED R:" CORPORATION
EAST HARTFORD, CONNECTICUT
.J ~
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PRATT & WHITNEY AIRCRAFT
FOREWORD
This report discusses the results of an investigation to measure,
record, and analyze the smoke, NOx' CO, THC, C02' dry part-
iculates, aldehyde, and olefin exhaust emissions at four (4)
power settings for JT9D, JT8D, and JT3D engines. This investi-
gation was conducted by Pratt & Whitney Aircraft under the
terms of Environmen tal Protection Agency Contract 68-04-
0027. The work covered by this report was performed during
the period 1 May through 1 November 1971.
This work was carried out under the direction of Mr. C. W.
Bristol with Mr. A. W. Nelson assuming Project responsibility.
Other principal participants in this program were Mr. P. W.
Pillsbury, Mr. J. W. Evans, and Mr. J. H. Elwood.
The Government Project Officer for this program was Mr. C.
L. Gray, Jr. of the Division of Emission Control Technology,
Mobile Sources Pollution Control Program, Office of Air Pro-
grams, Environmental Protection Agency.
PAGE NO. ii
PWA-4339
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PRATT & WHITNEY AIRCRAFT
PW A-4339
ABSTRACT
During the period of this report, the design and fabrication of a multipoint sampling rake
was completed. A check-out test of the rake using a JT9D experimental engine indicated
that the exhaust emission sample obtained from the rake was very close to the average of
the samples obtained from the individual probes located adjacent to the 12 rake sampling
points. This probe was then used to sampl~ the exhaust emission from an experimental
engine of each of the JT3D, JT8D, and JT9D engine models, plus the exhaust emissions
from nine (9) JT3D, nine (9) JT8D, and four (4) JT9D production engines.
The method used for converting the "as measured" emission values to mass (pound) units
involved the core engine fuel/air ratio computation. This method is valid if proper account
can be taken of the amount of dilution of the emission sample by air which did not enter
into the combustion process. Accounting for sample dilution by fan air for mixed flow en-
gines such as the JT8D was found to be very difficult using the sampling method employed.
All of the mass emission results obtained during the program were subjected to a statistical
analysis.
The results of this analysis were then used in a hypothetical aircraft operational cycle. This
cycle indicated that the JT3D engine emitted the largest amount of those emissions termed
pollutants. The JT9D engine was second, and the JT8D engine, a low third. The low level
of JT8D emissions is probably due to the difficulty of accurately sampling mixed flow tail-
pipe engines. The levels of JT8D emissions at low and intermediate powers are unrealistically
low while those taken at the high power settings appear to be more reasonable.
Measurements of smoke, dry particulates, total particulates, aldehydes, and olefins were also
recorded. In general, the data showed good repeatability except for total particulates, where
considerable scatter was noted. In most cases, the JT3D engine produced the highest level
of these emissions with the JT8D engine second and the JT9D engine the lowest.
Analysis of transient data indicates generally low emission levels.
PAGE NO. ill
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PRATT & WHITNEY AIRCRAFT
I.
II.
III.
IV.
V.
PWA-4339
TABLE OF CONTENTS
Subject
Page No.
Foreword
ii
Abstract
Hi
List of Illustrations
v
INTRODUCTION
1
CONCLUSIONS AND RECOMMENDATIONS
2
A.
B.
Conclusions
Recommendations
2
3
DISCUSSION
4
A.
B.
C.
D.
Rake Design
Emissions Measurements
Experimental Testing Procedures
Production Testing Procedures
4
7
17
22
ANALYSIS OF RESULTS
25
A.
B.
C.
D.
Statistical Analysis of Primary Gaseous Emissions
Other Emissions
Transient Emissions
Sam pIing Pro blems
25
70
76
84
APPENDICES
Appendix A
Appendix B
Appendix C
A-I
B-1
C-l
Regression Analysis
Fuel Analysis
Gaseous Emissions Basic Computer Data
PAGE NO. . iv.
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PRATT & WHITNEY AIRCRAFT
PWA-4339
LIST OF ILLUSTRA nONS
Figure No. Title Page No.
Program Accomplishments 4
2 Exhaust Emission Rake XR-549248 With Temporary
Check Out Probe 5
3 Rear View of Sampling Rake Installation, JT3D Engine X-3l5-44 6
4 Engine Emission Analysis Mobile Laboratory 7
5 Sample Analyzer Handling System 9
6 Comparison of Chemiluminescene NOx Analyzer and
NDIR/NDUV Analyzer, JT9D Engine 11
7 Comparison of NOx Emissions From JT4A Engine With
Two Different Burner Configurations 12
8 Pratt & Whitney Aircraft Modified Von Brand Meter 14
9 Read Out Meter and Light Source for Von Brand Smoke Tape 14
10 Millipore In~Line Filtering Unit for Collection of Particulate
Ma tter 15
11 Particulate Sampling Train With Impingers and Thimble Filter
in Series 15
12 Statistical Analysis Flow Path 27
13 Oxides of Nitrogen (NOx) Versus Engine Pressure Ratio Emission
Measurement Results, JT3D Engine 28
14 Carbon Monoxide (CO) Versus N2 Rotor Speed Emission
Measurement Results, JT8D Engine 29
15 Observed Versus Calculated Values of NOx 30
16 Oxides of Nitrogen (NOx) Versus Primary Fuel Air Ratio
Emission Measurement Results, JT3D Engine 32
PAGE NO. V
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PRATT & WHITNEY AIRCRAFT
PWA-4339
LIST OF ILLUSTRATIONS (Cont'd)
Figure No. Title Page No.
17 Oxides of Nitrogen (NOx) Versus Engine Pressure Ratio Emission
Measurement Results, JT3D Engine 32
18 Oxides of Nitrogen (NOx) Versus Engine Thrust Emission
Measurement Results, JT3D Engine 33
19 Oxides of Nitrogen (NOx) Versus N2 Rotor Speed Emission
Measurement Results, JT3D Engine 33
20 Oxides of Nitrogen (NOx) Versus Percent Rated Thrust
Emission Measurement Results, JT3D Engine 34
21 Oxides of Nitrogen (NOx) Versus Primary Fuel Air Ratio
Emission Measurement Results, JT8D Engine 34
22 Oxides of Nitrogen (NOx) Versus Engine Pressure Ratio
Emission Measurement Results, JT8D Engine 35
23 Oxides of Nitrogen (NOx) Versus Engine Trust Emission
Measurement Results, JT8D Engine 35
24 Oxides of Nitrogen (NOx) Versus N2 Rotor Speed Emission
Measurement Results, JT8D Engine 36
25 Oxides of Nitrogen (NOx) Versus Percent Rated Thrust
Emission Measurement Results, JT8D Engine 36
26 Oxides of Nitrogen (NOx) Versus Primary Fuel Air Ratio
Emission Measurement Results, JT9D Engine 37
27 Oxides of Nitrogen (NOx) Versus Engine Pressure Ratio
Emission Measurement Results, JT9D Engine 37
28 Oxides of Nitrogen (NOx) Versus Engine Thrust Emission
Measurement Results, JT9D Engine 38
29 Oxides of Nitrogen (NOx) Versus N2 Rotor Speed Emission
Measurement Results, JT9D Engine 38
30 Oxides of Nitrogen (NOx) Versus Percent Rated Thrust
Emission Measurement Results, JT9D Engine 39
PAGE NO. vi
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PRATT oS. WHITNEY AIRCRAFT
PW A-4339
LIST OF ILLUSTRATIONS (Cont'd)
Figure No. Title Page No.
31 Carbon Monoxide (CO) Versus Primary Fuel Air Ratio Emission
Measurement Results, JT3D Engine 40
32 Carbon Monoxide (CO) Versus Engine Pressure Ratio Emission
Measurement Results, JT3D Engine 40
33 Carbon Monoxide (CO) Versus Engine Thrust Emission
Measurement Results, JT3D Engine 41
34 Carbon Monoxide (CO) Versus N2 Rotor Speed Emission
Measurement Results, JT3D Engine 41
35 Carbon Monoxide (CO) Versus Percent Rated Thrust Emission
Measurement Results, JT3D Engine 42
36 Carbon Monoxide (CO) Versus Primary Fuel Air Ratio Emission
Measurement Results, JT8D Engine 42
37 Carbon Monoxide (CO) Versus Engine Pressure Ratio Emission
Measurement Results, JT8D Engine 43
38 Carbon Monoxide (CO) Versus Engine Thrust Emission
Measurement Results, JT8D Engine 43
39 Carbon Monoxide (CO) Versus N2 Rotor Speed Emission
Measurement Results, JT8D Engine 44
40 Carbon Monoxide (CO) Versus Percent Rated Thrust (D-9 Model)
Emission Measurement Results, JT8D Engine 44
41 Carbon Monoxide (CO) Versus Primary Fuel Air Ratio Emission
Measurement Results, JT9D Engine 45
42 Carbon Monoxide (CO) Versus Engine Pressure Ratio Emission
Measurement Results, JT9D Engine 45
43 Carbon Monoxide (CO) Versus Engine Thrust Emission
Measurement Results, JT9D Engine 46
44 Carbon Monoxide (CO) Versus N2 Rotor Speed Emission
Measurement Results, JT9D Engine 46
PAGE NO. vii
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PRATT &. Wt-1ITNEY AIRCRAFT
PW A-4339
LIST OF ILLUSTRATIONS (Cont'd)
Figure No. Title Page No.
45 Carbon Monoxide (CO) Versus Percent Rated Thrust Emission
Measurement Results, JT9D Engine 47
46 Total Hydrocarbons (THC) Versus Primary Fuel Air Ratio
Emission Measurement Results, JT3D Engine 48
47 Total Hydrocarbons (THC) Versus Engine Pressure Ratio
Emission Measurement Results, JT3D Engine 48
48 Total Hydrocarbons (THC) Versus Engine Thrust Emission
Measurement Results, JT3D Engine 49
49 Total Hydrocarbons (THC) Versus N2 Rotor Speed Emission
Measurement Results, JT3D Engine 49
50 Total Hydrocarbons (THC) Versus Percent Rated Thrust
(-3B Model) Emission Measurement Results, JT3D Engine 50
51 Total Hydrocarbons (THC) Versus Primary Fuel Air Ratio
Emission Measurement Results, JT8D Engine 50
52 Total Hydrocarbons (THC) Versus Engine Pressure Ratio
Emission Measurement Results, JT8D Engine 51
53 Total Hydrocarbons (THC) Versus Engine Thrust Emission
Measurement Results, JT8D Engine 51
54 Total Hydrocarbons (THC) Versus N2 Rotor Speed Emission
Measurement Results, JT8D Engine 52
55 Total Hydrocarbons (THC) Versus Percent Rated Thrust
(D-9 Model) Emission Measurement Results, JT8D Engine 52
56 Total Hydrocarbons (THC) Versus Primary Fuel Air Ratio
Emission Measurement Results, JT9D Engine 53
57 Total Hydrocarbons (THC) Versus Engine Pressure Ratio,
Emission Measurement Results, JT9D Engine 53
58 Total Hydrocarbons (THC) Versus Engine Thrust Emission
Measurement Results, JT9D Engine 54
PAGE NO. viii
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PRATT & WHITNEY AIRCRAFT
PW A-4339
LIST OF ILLUSTRATIONS (Cont'd)
Figure No. Ti tIe Page No.
59 Total Hydrocarbons (THC) Versus N2 Rotor Speed Emission
Measurement Results, JT9D Engine 54
60 Total Hydrocarbons (THC) Versus Percent Rated Thrust
Emission Measurement Results, JT9D Engine 55
61 Smoke Versus Primary Fuel Air Ratio Emission Measurement
Results, JT3D Engine 56
62 Smoke Versus Engine Pressure Ratio Emission Measurement
Results, JT3D Engine 56
63 Smoke Versus Engine Thrust Emission Measurement Results,
JT3D Engine 57
64 Smoke Versus N2 Rotor Speed Emission Measurement Results,
JT3D Engine 57
65 Smoke Versus Percent Rated Thrust Emission Measurement
Results, JT3D Engine 58
66 Smoke Versus Primary Fuel Air Ratio Emission Measurement
Results, JT8D Engine 58
67 Smoke Versus Engine Pressure Ratio Emission Measurement
Results, JT8D Engine 59
68 Smoke Versus Engine Thrust Emission Measurement Results,
JT8D Engine 59
69 Smoke Versus N2 Rotor Speed Emission Measurement Results,
JT8D Engine 60
70 Smoke Versus Percent Rated Thrust (D-9 Model) Emission
Measurement Results, JT8D Engine . 60
71 Smoke Versus Primary Fuel Air Ratio Emission MeasureJ?1ent
Results, JT9D Engine 61
72 Smoke Versus Engine Pressure Ratio Emission Measurement
Results, JT9D Engine 61
PAGE NO. ix
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PRATT" WHITNEY AIRCRAFT
PW A-4339
LIST OF ILLUSTRATIONS (Cont'd)
FiJoue No. Title Page No.
73 Smoke Versus Engine Thrust Emission Measurement Results,
JT9D Engine 62
74 Smoke Versus N2 Rotor Speed Emission Measurement Results,
JT9D Engine 62
75 Smoke Versus Percent Rated Thrust Emission Measurement
Results, JT9D Engine 63
76 Carbon Monoxide Versus Specific Humidity Emission
Measurement Results, JT8D Engine 68
77 Carbon Monoxide Versus N2 Rotor Speed Emission
Measurement Results, JT8D Engine 68
78 Aldehydes Versus Engine Thrust 71
79 Aldehydes Versus Engine Thrust 72
80 Olefms in Engine Exhaust, JP4R Fuel 72
81 Dry Particulates Versus Percent Maximum Thrust 74
82 Dry Particulates Versus Percent Maximum Thrust 74
83 Total Particulates Measured by LACAPCD Versus Percent
Maximum Engine Power 7S
84 Start-Up Time History of Exhaust Components, JT3D Engine 77
85 Start-Up Time History of Exhaust Components, JT3D Engine 78
86 Carbon Dioxide as Recorded by Multipoint and Single Point
Probes for JT8D Engine 84
87 Carbon Monoxide as Recorded by Multipoint and Single Point
Probes for JT8D Engine 8S
88 Unburned and Partially Burned Hydrocarbons as Recorded by
Multipoint and Single Point Probes for JT8D Engine 8S
PAGE NO. X
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PRATT & WHITNEY AIRCRAFT
Figure No.
89
90
91
PW A-4339
LIST OF ILLUSTRATIONS (Cont'd)
Ti tIe
Page No.
Oxides of Nitrogen as Recorded by Multipoint and Single
Point Probes for JT8D Engine
86
JT8D Tail Pipe Traverse VBSI Smoke Numbers
87
JT3D Experimental Engine X-31 5-44 Tail Pipe Traverse
88
PAGE NO. xi
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PRATT &. WHITNEY AIRCRAFT
PWA-4339
I. INTRODUCTION
Under the terms of a contract with the Environmental Protection Agency (EPA), Pratt &
Whitney Aircraft has conducted a program for the collection and assessment of aircraft emis-
sion baseline data from the JT3D, JT8D, and JT9D experimental and production engine
models. The program consisted of the design and fabrication of an emission sampling rake,
a rake evaluation test, measurement of the exhaust emissions from experimental models of
the JT3D, JT8D, and JT9D engines, and the measurement of exhaust emissions from produc-
tion models of the same engines. This report includes an analysis of all of the emission mea-
surement tests for experimental engines and for twenty-two (22) production engines. Due
to funding limitations, it was not possible to measure the emission from five (5) JT9D engines
which were originally scheduled by the contract.
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PRATT'" WHITNEY AIRCRAFT
PW A-4339
II. CONCLUSIONS AND RECOMMENDATIONS
A.
CONCLUSIONS
1. The multipoint sampling rake used for emission measurement in this program appears to
provide a fairly representative (average) sample of the exhaust emissions from the JT3D and
JT9D turbofan engines which have separate fan and gas generator (core) engine tailpipes. The
JT8D turbofan engine, which has a common flow tailpipe for both the fan and core engine
exhaust flows, is more difficult to sample accurately.
2. The difficulty of accurately computing primary (core) engine fuel/air ratios for turbofan
engines at low power settings is evident from the data scatter when mass emission values are
plotted versus this parameter. This inaccuracy is directly reflected in the computation of
emission level in mass units (pounds) from the measured (parts per million by volume) units
when such a computation requires fuel/air ratio inputs.
3. Additional inaccuracies can be introduced into the computation of emission level in
mass units (pounds) for turbojet or turbofan engines having significant turbine cooling air flows.
The primary (core) engine fuel-air ratios must be adjusted for the cooling airflow added be-
tween the burner exit plane and the plane of emission measurements.
4. It was not possible to accurately assess the effect of humidity and ambient (inlet) temper-
ature on exhaust emission level. This is attributed to the small range of these two variables en-
countered during the testing, together with the random nature of the test program schedule.
5. The limited testing conducted using JP5 fuel (two tests per engine model) was insufficient
to define accurately exhaust emission level differences between these tests and the significantly
larger number of tests conducted using JP4 fuel.
6. The engine-to-engine variation could not be adequately assessed from the data set ob-
tained from this test series. Uncontrolled and/or undetermined variables such as humidity,
inlet temperature, fuel-air ratio determination, stand effects, etc., affected the results.
7. There was no apparent significant difference between data obtained from experimental
engines and from production engines.
8. The accuracy and real value of measurements of exhaust emissions obtained during tran-
sient operations (starts, accelerations, decelerations and shutdowns) are questionable, primarily
because the instrumentation response time is inadequate. The rough data obtained indicates
emission levels not significantly different from those produced by comparable steady state
operation.
9. There does not appear to be any significant advantage of the chemiluminescent NOx ana-
lyzer over the NDIR/NDUV NO/N02 (NOx) emission measurement equipment for sampling
gas turbine engines under normal operating conditions.
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PRATT & WHITNEY AIRCRAFT
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B.
RECOMMENDA nONS
1. It is recommended that programs be established to improve emission sampling techniques,
especially for turbofan engines having common tailpipes (mixed fan and engine airflows).
Such programs should include traverse testing with the fan and engine airflows artifically
separated to accurately determine representative exhaust emissions. This testing should also
be used to evaluate the suitability of engine exhaust pressure probes for measurement of ex-
haust emissions, as well as substantiating the suitability of "carbon balance" method of mass
emission computation.
2. It is recommended that specific programs be established to define the effects of inlet
(ambient) temperature and humidity on exhaust emission levels. The accurate definition of
these effects is necessary for proper correction of emission levels to "standard" conditions.
It is seldom practical to operate aircraft turbine engines under controlled temperature and
humidity conditions.
3. It is also desirable to define the emission level differences between the use of JP5 (or
Jet A) fuel and JP4 fuel. This would permit substantiation testing on either fuel in the event
regulations are established.
4. It is recommended that transients not be included in any proposed aircraft engine emis-
sion regulations because of the extreme difficulty in obtaining accurate transient emission
measurements.
S. In the event that emission regulations are established, it is recommended that NOx sub-
stantiation measurements be permitted by NDIR/NDUV equipment even though other
methods, such as the chemiluminescent NOx analyzer, may be specified.
PAGE No.3
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PRATT & WHITNEY AIRCRAFT
PWA-4339
III. DISCUSSION
The purpose of the program was to document the exhaust emissions of the major commercial
engines currently being manufactured by Pratt & Whitney Aircraft. The program and the
accomplishments achieved are shown in Figure 1. As illustrated in the figure, the program
consisted of the design and fabrication of an emission sampling rake, a rake evaluation test,
measurement of the exhaust emissions from experimental models of the JT9D, JT8D, and
JT3D engines, and the measurement of exhaust emissions from production models of the
same engines.
. DESIGN SAMPLING
RAKE
. PROCURE SAMPL.
. INO RAKES --
. SAMPLING RAKE'
CHECKOUT_--
L.l_~ -,
LEGEND
" 1 RAKE RECELVED
. EXP ENGINE TeST
. PROD ENGINE TeST
Y REPORTS ISSUED
---- __8
. MEASURE JT9D
EMISSIONS- --
~.
..- - ~ .
. MEASURE JT3D
EMISSIONS..... - -
. MEASURE JT8D ....- I
EMISSIONS_____-- ------_t:~- --
---- t._t\- _A-
. PLAN OF PERF.
OR MANCE- - -
---- --Y
. MONTHL Y PROG.
RESS REPORTS--
y---
~--- J--- J
. STATISTICAL
ANAlYSIS__- ---
-----
---- --
. INTERIM REPORt - - - --
DRAFT
---- __Sl- ----
--.Y
. FINAL REPORT-
--------------
DRAFT
---- _S7
MAV
JUNE
JULY
I AUGUST
1971
I SEPTEMBER I OCTOBER
I ,NOVEMBER I
Figure 1
Program Accomplishments
A.
RAKE DESIGN
In the past, exhaust emission data for P&W A engines has been based on the analysis of gas
samples taken from a single location at the exit of the engine tailpipe. This location was es-
tablished as 2 inches aft and 10 inches up from "bottom dead center" of the engine vertical
centerline. This program utilized an exhaust sampling method which provided a substantial
improvement over the single-point sampling method. A multipoint sampling rake, shown in
Figure 2, was designed to sample the engine exhaust stream at three (3) different radialloca-
tions for each of four (4) different circumferential positions. The twelve (12) sampling tubes
are manifolded together at the center of the rake. The probe tips were designed to produce
a mass flow rate into the individual sampling lines that is representative of the engine mass
flow at the point of sampling. The Mach number in each sampling tip is very close to the
Mach number in the engine jet stream at the point of sampling. This is accomplished by
PAGE No.4
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PRATT & WHITNEY AIRCRAFT
PW A-4339
making the probe orifice pressure drop equal to the pressure drop across the engine tail pipe.
By positioning the probe tips so as to sample from equal areas of the tail pipe, the composi-
tion of the sample in the rake manifold is considered to be more representative of the actual
average emission composition of the exhaust gas stream than was provided by past sampling
methods. The shape of the inlet orifice is conical and was designed to prevent the formation
of shock waves whi;h could interfere with the uniform sampling of the exhaust stream. The
probes were siz.ed tl) provide adequate flow for simultaneous smoke and gas analysis.
Figure 2
Exhau ~t Emission Rake XR-549248 With Temporary Check Out Probes
(XPN-22201)
Two lines were use,} to extract emission samples from the rake manifold; one to the emissions
measurement van f,)r gaseous emission measurement and the other for measurement of smoke
and particulates. P. third line was used to record the pressure in the manifold chamber.
Two basically simil:if rake designs were made, one for the JT9D engine and the other for use
with JT3D and JH D engines. The only difference between the rake designs was the positioning
of the probe tips. For the JT9D engine,which has the largest diameter tailpipe, the probe tips
were radially locatl~d at centers of equal areas for this tailpipe. The other rake, for the JT3D
and JT8D engines, was designed so that the probe' tips were positioned at centers of equal areas
for the JT3D engine. This same rake design is used for the JT8D engine even though the tail-
pipe for this engine is larger than the JT3D engine tailpipe.
P.t~..3E NO.
5
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PRATT & WHITNEY AIRCRAFT
PW A-4339
TIle JT8D engine is a turbofan engine which utilizes a common tailpipe for discharge of both
the fan and gas generator air flows, as differentiated from separated fan and engine air flows
which are charact~ ristic of the JT3D and JT9D engines in the production test configuration.
The common flow tailpipe and the resultant mixing of the two gas streams makes the assess-
ment of emission levels from this type of engine difficult. At the time of the rake design, the
only information .tvailable for the design of a rake suitable for JT8D engine use was a series
of traverses to det\:rmine the variation of smoke level in the tailpipe area. These traverses,
which were made ;It high power settings, suggested that locating the individual probes at the
same position as that for the JT3D engine rake would minimize the amount of expected emis-
sion dilution by fan air at the high power settings. There was no data available for low power
operation.
A two piece stand was designed to support the emission sampling rake behind the engine tail
pipe. The basic slnport unit consisted of a modified "A" frame design and was fabricated from
standard steel pipe, This unit was designed so that there is no interference with either the fan
or gas generator ex haust streams when the rake is removed. The second part of the stand is
a square framE' which directly supports the emissions sampling rake. This unit is also fabricated
from steel pipe. P'ovision is made in this unit for thermal expansion of the rake. This square
frame, with the ra~ e attached, can be mounted to the basic support frame over a wide range
of vertical positions thus permitting accurate alignment of the rake with the engine tailpipe
cen terline. Provisi,m is made in both units for water cooling although this feature was found
to be unnecessary.
Two rakes of the J f3D-JT8D design, two rakes of the JT9D design, and four support units
were procured for :he emission test program. Figure 3 shows the support stand and rake in
place behind an ex )erimental JT3D engine.
Figure 3
Rear View of Sampling Rake Installation, JT3D Engine X-3 I 5-44
(X-36263)
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PRATT & WHITNEY AIRCRAFT
PW A-4339
Testing of the emissions sampling rake behind the JT8D engine indicated that additional
support was necessary in order to prevent cracking of the sampling tubes at the bend loca-
tions. Although this cracking only occurred during JT8D engine testing, gussets were applled
to all probes in the critical bend locations.
Long term testing with both JT9D and JT3D/JT8D emission sampling rakes indicated a tend-
ency to develop cracks at the junction of the sampling tubes with the manifold body. This
cracking is attributed to thermal stress and could be corrected by design revision to provide
greater expansion freedom of the tubes. The cracks were temporarily repaired by furnace
brazing with high temperature braze material.
B.
EMISSIONS MEASUREMENTS
1.
Gaseous Emissions
The gaseous exhaust emissions, nitric oxide (NO), nitrogen dioxide (N02)' carbon monoxide
(CO), carbon dioxide (C02)' oxygen (02)' and total hydrocarbons (THC) were measured
using modern Beckman instrumentation housed in a mobile laboratory specifically designed
for measurement of gaseous exhaust emissions from gas turbine engines. The mobile labora-
tory is completely self supporting and, as shown in Figure 4, includes a power generator for
use when 440 volt power is not available. Communication from the mobile laboratory to the
test control station is accomplished by using an intercom system.
.
l.. ..
~~Q<~'
Figure 4
Engine Emission Analysis Mobile Laboratory (12503-1)
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PRATT & WHITNEY AIRCRAFT
PW A-4339
The following table lists the ranges and characteristics of the analyzer units used to measure
the above gases:
Component
THC
(as methane)
NO
N02
CO
C02
°2
Minimum Error
Range Detection Method % Pull Scale
0-1 ppmv Plame Ionization Detector :t5.0%
through 50K ppmv Beckman-Model 402 :tl,O%
0-200 ppmv Non-dispersive infrared :t2.5%
0-500 ppmv Beckman-Model 315AL :t1.0%
0-200 ppmv Non-dispersive ultra violet :t2.0%
0-500 ppmv Beckman-Model 255A :t1.0%
0-100 ppmv Non-dispersive infrared :t2.0%
through 2.5K ppmv Beckman-Model 315AL :t1.0%
0-2% Non-dispersive infrared :tl %
0-5% Beckman-Model 315A :tl %
0-11.25% :tl %
0-10% Polarographic :tl %
0-25% Beckman-Model 715 :t1%
The six electrical outputs from these analyzer units are recorded continuously on two - three
pen analog recorders and also "on command" by a punched paper tape recorder for steady
state recording. The paper tape format is compatible with the IBM 360 computer which is
used for data reduction.
Pigure 5 shows a schematic of the sample handling system of the mobile laboratory. A heated
sample line with a variable temperature range of 0 to 4000p is used to carry the gas sample
to a 3500p to 4000p oven which houses a stainless steel bellows sample pump along with the
appropriate valving and filtering. The temperature setting for the heated sample line is
generally 375°p with a sample gas flow rate of approximately 5 SCPM. The heated sample
line and the heated THC analyzer are used to prevent condensation or adsorption of the
hydrocarbons on the cool surfaces. During combustor start ups where raw fuel is flowing,
a nitrogen purge is used to insure that there will be no collection of fuel on the sample line
walls. Por the recording of emissions during starts and shutdown, a single point sampling
probe was used. The use of this probe and a separate sampling line eliminated the possibility
of contamination of the multipoint sampling rake with raw fuel and other contaminants.
One branch of the heated sample goes directly to the Plame Ionization Detector (P.I.D.)
heated hydrocarbon analyzer. The other branch is split again, one section going to the NO
and N02 analyzers and the second, through a refrigerator condenser (for water removal), to
the CO, C02' and 02 analyzers. Dual dryers are used to take out moisture to the inlet of
the NO analyzer. Appropriate valving is used for venting and for introducing the zero and
span gases to each analyzer.
PAGE No.8
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PRATT & WHITNEY AIRCRAFT
PW A-4339
CALIBRATION AS INPUT
VENT~
N02 NO HC C~ 02 CO ~ N2 ZERO
SAMPLING
PROBE
VENT
HI-LO
VALVES
I
I
I
I
I
I
I
I
I
I
I
i
'--1
400°F
I 150°F_~
I '
I I
I I
I :
I I
I I
I I
I I
I I
I I
I I
1.._-,
C02 ANALYZER
- ----------
MAINTAIN
AT IS0°FiSoF
4000F--:HYf:fE:::~N
Figure 5
Sample Analyzer Handling System (J2503-6)
Prior to running a test, during the test, and at the completion of the test, zero and span gases
are introduced into the analyzers to check the calibration of each analyzer.
2.
Chemiluminescent Analyzer Evaluation
The chemiluminescent technique for measurement of NO/NOx is specified as the standard
method of measurement of this emission for automotive control purposes. The chemilum-
inescent method is also being seriously considered as a standard method for measurement of
aircraft NOx exhaust emissions. As an effort separate from the emissions documentation
contract, Pratt & Whitney Aircraft conducted an evaluation of a Thermo Electron Corpora-
tion (TECO), Modell OA chemiluminescent NOx analyzer (0 129/#24) which was provided
on a loan basis by the Environmental Protection Agency (EPA).
The evalua tion of this analyzer was conducted in both the laboratory and on the test stand.
The laboratory evaluation was used for familiarization with the unit and for evaluation of its
performance using "clean" sample gases. The test stand evaluation consisted of three engine
emission tests, two JT4 and one JT9D, for evaluation under service conditions and for com-
parison with NDIR/NDUV equipment.
In the course of the laboratory evaluation, some anomalous results were observed with the
unit. During calibration with 91 ppm NO in N2 sample gas with the instrument in the NO
mode, the N02 converter (650°C) was switched in the sample circuit and the observed read-
ing increased from 91 ppm to 95 ppm. Repeated switching of the converter in and out of
the circuit continued to verify the 4 ppm differential. The calibration sample gas was checked
PAGE NO.
9
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PRATT & WHITNEY AIRCRAFT
PWA-4339
using Saltzman reagent to qualitatively detennine the presence of N02' but none was found.
The reason for this change in calibration has not been explained; however, subsequent repeat
tests over an extended time period have dropped this differential to approximately I ppm.
On another occasion, a sample gas consisting of 76 ppm N02 in air was introduced into the
converter (650°C) resulting in an initial meter indication of 32 ppm. The meter indication
increased slowly with time and, in 60 minutes, a level of 67.5 ppm was indicated. The test
was repeated on the following day with similar results except that the initial reading was 45
ppm instead of 32 ppm and the stabilization time was much shorter. During additional test-
ing and use for a 2Y2 month time period, this slow time response phenomenon did not reoccur,
or was not noticed, indicating the possibility that either the converter had "conditioned" or
the instrument response was dependent upon the converter history. A special test was arranged
to isolate this characteristic of the TECO chemiluminescent analyzer and converter combina-
tion. Both units were permitted to be dormant for a period of four days. A Beckman NDUV
N02 analyzer was mounted near the TECO units and both analyzers were "teed" into the
regulator outlet fitting of an N02 gas cylinder. The outputs of both analyzer units were con-
nected to strip chart recorders for simultaneous recording of the N02 level as measured by
each unit. The TECO unit was placed in the converter mode and both units were permitted
to warm up. The N02 gas cylinder regulator was then opened and the response of both in-
struments was monitored. The Beckman instrument reached 90 percent of maximum reading
in ten seconds, however, the TECO unit required 30 minutes to reach the same level. Follow-
ing a purge of both instruments using dry nitrogen, the test was repeated. The response of
the Beckman instrument was the same as that of the first test. The TECO unit response on
the second test was markedly improved, with only fifteen minutes required to achieve the
90 percent of maximum reading level. It would appear, from this limited laboratory testing,
that the converter efficiency of the TECO instrument is related to the past history of the unit
and that precautionary procedures are in order to properly condition the unit for measure-
ment of NOx' emission levels when significant quantities of N02 may be present in the sample.
This problem should have been indicated when a check of converter efficiency was conducted
in accordance with the EP A recommended procedures as outlined in the Federal Register,
Volume 36, Number 128, Part II, dated July 2, 1971. This check of converter efficiency was
made by filling a bag with NO and air and sampling the mixture at specified time intervals.
The sampling was done alternately in the NO and NOx modes and the results indicated a con-
stant indicated level of NOx and a smoothly decreasing level of NO. These results reportedly
indicate a 100 percent N02 converter efficiency; however, the previously described tests had
shown that, during the initial time period, the converter efficiency was considerably less than
100 percent. A possible reason for these results was suggested by additional testing. It was
shown that when the increase in converter efficiency is substantially faster (on the order of
4 to 5 times) than the NO to N02 conversion in air, it is very unlikely that the reduced con-
verter efficiency during the initial time period (30 minutes or less) would be detected by the
EPA procedure. Although additional testing is indicated to further define whether this ef-
fect is general or confined only to this particular instrument, it is suggested that the possi-
bility of error is a distinct possibility when sampling for NOx with high N02/NOx ratios
during the initial phases of the testing.
The field or test stand evaluation of the chemiluminescent NOx analyzer consisted of three
tests, one on a JT9D engine and two separate tests on a JT4 engine.
PAGE No.1 0
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PRATT & WHITNEY AIRCRAFT
PW A-4339
The JT9D test was conducted on experimental JT9D engine X-501-10 on 20 July 1971. Al-
though NDIR/NDUV equipment was not available for a direct comparison, a previous exhaust
emission survey using Beckman NDIR/NDUV equipment had been conducted three weeks
earlier. Since no changes in engine configuration had been made during this time period, a
useful comparison could be made. Comparison of the two tests is shown in Figure 6.
300
o TECO TEST
6. NDIR/NDUV TEST
>
~ 200
Q..
'x
o
2:
100
/
~
o
.010
.015
.020
PRIMARY FUEL AIR RATIO
Comparison of Chemiluminescence NOx Analyzer and NDIR/NDUV Analyzer,
JT9D Engine
The first test of a JT4 engine was conducted on experimental engine X-313-42 on 18 August
1971. Samples were taken using a single point smoke probe and the exhaust pressure mani-
fold (Station Pt7) probes. Availability problems prevented a comparison between TECO and
NDIR/NDUV equipment for this test. The results are shown in the following table.
Figure 6
Smoke Probe Results Station Pt7 Probe Results
C02* ** C02* **
Percent by NOX Percent by NOX
Volume PPMV Volume PPMV
1.40 13.0: 1.40 8.0
1.42 23.0 1.42 17.0
2.34 59.0 2.34 58.0
2.92 93.5 2.92 92.5
3.14 110.0 3.14 105.0
*C02 values were calculated from fuel/air ratio
**NOX TECO in converter mode only.
".
The second JT4 engine test was conducted on 3 September 1971 using experimental engine
X-313-42. For this test, both the TECO Model lOA Chemiluminescent analyzer and the
Beckman NDIR/NDUV analyzers were used to evaluate the NOX exhaust emissions as
PAGE NO. 11
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PRATT & WHITNEY AIRCRAFT
PWA-4339
sampled by a conventional single point smoke sampling probe and by the exhaust pressure
manifold (station PT7) probes. The results are shown in the table below.
C02 N02 NOX
Percent By NO
Volume PPMV PPMV PPMV
Beckman Beckman TECO Beckman TECO Beckman TECO
Smoke Probe Results
1.32 3.1 2.8 2.5 1.9 5.6 4.7
1.41 5.3 4.0 4.3 2.6 9.6 6.6
1.51 7.0 7.5 0.5 3.5 7.5 11.0
3.10 95.0 95.0 1.9 6.0 96.9 101.0
2.47 51.0 65.0 13.0 0.0 70.0 65.0
Station PT7 Probe Results
1.28 2.6 3.1 3.0 1.6 5.6 4.7
1.31 4.1 4.2 3.6 1.0 7.7 5.2
1.37 5.4 6.5 1.0 0.6 6.4 7.1
3.23 111.0 112.0 7.4 5.0 118.4 117.0
2.57 62.0 64.0 8.7 5.0 70.7 69.0
. C02: Beckman NDIR
NO: Beckman NDIR; TECO without converter
N02: Beckman NDW; TECO Difference NOx-NO
NOx: Beckman sum of NO & N02; TECO in converter mode
A comparison of all of the JT4 engine result!:: is shown in Figure 7.
100 /
> /
~ /
Q. /
Q. PT 7 PROBE
'>(
0 BECKMAN TECO
Z RUN 1 a 8
50 RUN 2 .
SMOKE PROBE
/ BECKMAN TECO
RUN 1 6 .
. / RUN 2 .
/
J/
/.
6
0
1.0 2.0 30 4.0
C02"PERCENT VOLUME
Figure 7
Comparison of NOx Emissions From JT4A Engine With Two Different Burner
Configura tions
PAGE NO. 12
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PRATT & WHITNEY AIRCRAFT
PWA-4339
The results of the evaluation of the TECO model lOA chemilumenescent NOX analyzer
can be summarized as follows:
a.
There appears to be little practical difference or advantage between the TECO
chemiluminescent analyzer and the Beckman combined NDIR and NDUV
analyzers for measurement of NOX emissions from aircraft gas turbine engines.
b.
For the chemuluminescent analyzer, care must be taken when measuring NOX
that the converter is properly conditioned if significant amounts of N02 are
suspected to be present in the sample being analyzed.
c.
The EP A recommended practice for determining converter efficiency should be
reviewed with regard to possible error of converter efficiency during the initial
(thirty minutes or less) measurement period.
The following comments are offered with regard to the design of the unit tested.
3.
a.
Consideration should be given to provide a more efficient ozone scrubber for
the vacuum pump. Six weeks operation resulted in seal breakdown and oil
leakage.
b.
Care must be taken to prevent plugging or partial plugging of the sample
capillary. Partial plugging can result in an undetected shift in calibration.
Capillaries should be made more readily access able for replacement.
c.
The photo detection tube should be shielded to prevent stray light from reaching
the tube when the sample line is changed or disconnected.
Smoke Emissions
Relative smoke densities were measured using a Pratt & Whitney Aircraft modification of the
Von Brand continuous fIltering smoke meter (Figure 8). Modifications were made to make
this device more accurate and sufficiently rugged for test stand use. The meter draws a
sample through a continuously moving strip of What man No.4 fIlter paper. The sample size
is 0.3 standard cubic feet per square inch (scf/in2) of fIlter paper corresponding to 0.02294
Ibs/in2 (59°F 29.92 inches Hg). Relative smoke measurements are made by measuring the
loss of reflectance of the fIlter paper with clean paper assumed to be 100. This reflectance
measurement is made using a Photovolt Model 610 diffuse reflectance meter, Figure 9. Smoke
numbers, as reported, correspond to 100 - relative reflectance, i.e., a perfectly clean engine
would have a measured smoke number of zero.
A direct relationship can be made between the Von Brand system, as used at Pratt & Whitney
Aircraft, and the SAE ARP 1179 system. ARP 1179 is a closed spot meter system having
narrow tolerances on the flow measurement instrumentation and sample handling procedures.
At least four distinct sample weights are taken and the reporting value extrapolated to
PAGE NO. 13
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PRATT & WHITNEY AIRCRAFT
PW A-4339
Figure 8
Pratt & Whitney Aircraft Modified Von Brand Meter (XP-7l876)
Figure 9
Read Out Meter and Light Source for Von Brand Smoke Tape (XP-5 I 675)
0.0230 lb exhaust gas per sq in. of filter. The filtering medium is Whatman No.4 filter paper
and the reflectance meter corresponds to ASA standards for diffuse reflection density. Be-
cause the filtering media is the same, Whatman No.4, and the reporting sample weight is,
for all practical purposes, the same, it is expected that smoke numbers for the two systems,
allowing for reduced tolerances in the Von Brand, will be the same.
PAGE NO. 14
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PRATT &. WHITNEY AIRCRAFT
PW A-4339
4.
Dry Particulate Emissions
Solid dry particulates were collected by a Millipore inline vacuum filtering unit (Figure 10)
using Type HA cellulose ester filters with an average pore size of 0.45 microns. Measurements
were made gravimetrically following normal procedures for reducing errors due to water
absorption.
o
Figure 10
Millipore In-Line Filtering Unit for Collection of Particulate Matter (XP47644)
5.
Total Particulate Emissions
The measurement of total particulates for this test program was made utilizing the Los Angeles
County Air Pollution Control District (LACAPCD) method.
The sampling system for the LACAPCD impinger method consisted of a gas sampling probe,
a four foot piece of Resistoflex line, three Greenberg-Smith impingers connected in series,
and a Whatman thimble filter as shown in Figure 11. The first two impingens in the sample
Figure I I
Particulate Sampling Train With Impingers and Thimble Filter in Series
(XP-93426)
PAGE NO. 15
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PRATT & WHITNEY AIRCRAFT
PW A4339
train contained 100 ml of water and the third was dry. All three impingers were encased
in an ice bath during the sample collection. A 7.2 cubic foot per minute vacuum pump was
used to pull the sample through the impingers. The flow was measured with an American
dry test meter and was corrected for pressure and temperature.
The probes, lines, and impingers were cleaned with Alconox, then rinsed with distilled water
and rerinsed with chloroform before the test. The probes and lines were dried with a nitrogen
purge and the glassware was dried in an oven at 115°C. Numbered Whatman thimble filters
were treated in an oven for two hours then placed in a dry box overnight before weighing. A
separate system consisting of probe, line, Greenberg-Smith impingers, and thimble filter were
used for each power level sampled. The samples were collected in the impingers by installing
a gas sampling probe into the exhaust stream of the engine.
After collection of the samples at the various power settings, the sampling system was re-
turned to the Physics and Chemistry Laboratory. The connecting lines from the impingers
were dismantled and the solution from the impingers decanted into a preweighed flask. The
flask was then weighed and the percent by volume of the engine water emission calculated.
Next, the lines, probes, and impingers were rinsed with water and the washings added to the
flask which was then reweighed. The probes, lines, and impingers were then rinsed with
chloroform. These washings were also added to the flask which was again weighed. From
the weights obtained after each water and chloroform rinse, a correction can now be made
for the impurities in the rinsing solutions. The average corrections have been 0.7 mg per
100 ml of water and 2.0 mg per 100 ml of chloroform.
These solutions were then analyzed for insolubles, solvent solubles, and water solubles by the
UAC Research Labs. The insolubles were extracted by filtering the solution through a
weighed 0.45 micron Millipore-filter. To insure that all insoluble material was removed
from the flask, the flask was rinsed with chloroform and the washings filtered. The filter
was dried and reweighed. The difference in the initial and final weights of the filter
paper is the weight of impinger insolubles. The total insolubles are the impinger insolubles
plus the material collected on the Whatman thimble filters. The thimble filters were also con-
ditioned before and after test. Additional filters were weighed before and after test to use as
controls. These control filters are used to correct for any atmospheric humidity changes that
may occur between weighings of the test filters.
The organic material (fuel and oil) in the flask was removed by extraction with an organic
solvent. The solvent extract was then evaporated at room temperature. The solution (water
and chloroform) was divided into two phases, water solubles and solvent solubles. This was
achieved by transferring the solution to a separatory funnel and extracting with five 25-ml
portions of reagent grade chloroform. About 25 shakings were performed for each extraction.
Adequate time was alloted after each shaking to allow the two liquids to separate as much as
possible before the solvent extract was removed from the lower section of the separatory
funnel. After the chloroform had been completely extracted from the solution, the water
in the separatory funnel was transferred to a beaker and evaporated on a hot plate to a volume
of about 25 ml. The reduced volume was then transferred to a small weighed beaker and
evaporated to dryness in a 105°C constant temperature oven. The water residue was then
cooled in a desiccator for one hour and weighed. The differential of the two weights is the
weight of water solubles.
PAGE NO. 16
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PRATT & WHITNEY AIRCRAFT
PW A-4339
The chloroform solution containing the solvent solubles was placed in a beaker equipped with
inlet and exhaust lines inserted in a two-hole stopper. With a vacuum pump connected to the"
exhaust line, dry room air was passed through the solution from the inlet line which contained
Drierite desiccant. This process was continued until the solution was reduced to 10-15 ml.
The solution was then transferred to a small weighed crucible and placed under a bell jar
equipped with inlet and exhaust fittings. The dry air evaporation process was then continued
until all of the solvent had evaporated and only the organic particulate matter remained. The
crucible was then placed in a desiccator for one hour before weighing. The solvent solubles
are the difference of the two weighings of the crucible.
6.
Olefin Emissions
Olefin emissions were measured during this test program by use of the DAB method.
The emission sample is collected in a two liter evacuated flask containing 20 ml of a solution
consisting of dimethylaminobenzaldehyde in concentrated sulfuric acid. Exposed samples
are allowed a minimum of 6 hours for complete absorption and are periodically swirled. De-
velopment of the sample involves the heating of a fraction at 100°C for 20 minutes. Read-
out is at 500 milli-micron (mu). The method is sensitive to olefins containing 4 or more
carbon atoms.
7.
Aldehvde Emissions
Aldehyde emissions were measured during this test program by the use of the MBTH method.
The emission sample is collected in a two liter evacuated flask containing 70 ml of a 0.05 per-
cent aqueous solution of 3-methyl-2-tenzothiazolone hydrazone hydrocloride. Development
of the sample involves the addition 01' an oxidizing reagent consisting of sulfamic acid and
ferric chloride in aqueous solution. The method is sensitive to aliphatic aldehydes and pro-
duces a stable blue cationic dye. Read-out is at 628 milli-micron (mu).
C.
EXPERIMENTAL TESTING PROCEDURES
1.
General Test Descriotion
The experimental testing portion of the program was designed to evaluate measurement re-
peatability, emission differences between fuels, and to determine the total particulate emis-
sions for the three engine models tested. Because of the relatively long engine running times
involved, these tests were conducted on experimental engines having substantially the same
Bill of Material as the production engines to be measured.
Emission tests were run on one experimental JT3D, JT8D, and JT9D engine. A series of four
different tests were run for each of the experimental engines tested. The first two runs were
run on JP4 type fuel. Both tests consisted of 10 power level points spaced so as to obtain good
definition of the characteristics of the low and high power emissions. Only a short duration
engine shutdown separated the two test runs so that measurement repeatability could be eval-
PAGE No.1 7
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L__._....-.
PRATT & WHITNEY AIRCRAFT
PWA-4339
uated. These tests also define the engine emission characteristics of JP4 fuel which is the fuel
used for all production engine testing at Pratt & Whitney Aircraft. In addition to the measure-
ment of the gaseous emissions, NO, N02' CO, C02' 02' and THC at each of the test points,
smoke measurements were taken at four of the test points. Dry particulates were measured
at three of the test points and aldehydes were measured at the idle test point for each run.
Following the two test runs on JP4 fuel, a similar test run was made using JP5R fuel which
is similar to the Jet A and Jet A-I fuels used in commercial airline operation. This test run
was used for a determination of the emission differences between the two fuels. A fourth
and last test run was made on an experimental engine to determine total particulates, olefins,
and aldehydes as well as the other emission constituents which were recorded on the other
three test runs. This test run, which consists of four power settings each having 35 minutes
duration, was run on JP5R fuel thus adding additional information on the emission charac-
teristics of this fuel.
In addition to the above information, measurements were taken of the gaseous emissions
during startups, shutdowns, and during accelerations from idle to takeoff power and for de-
celerations from takeoff to idle power. The startups and shutdowns were recorded by the
use of a specially mounted single point sampling probe mounted 2 inches aft and 10 inches
up from bottom dead center of the engine vertical centerline. This probe was used in order
to avoid contaminating the multipoint rake with raw fuel during startups.~md shutdowns. A
nitrogen purge was used on the rake during these transients.
Also, when practical, a portion of the test series was conducted with the pressurizing and
dump valve plugged in order to determine any change in startup or shutdown emissions char-
acteristics which may be attributable to this plugging.
Fuel samples for analysis were also taJ.en during this test series.
2. Rake Checkout
In order to demonstrate that the multipoint rake would provide a representative average of the
emissions at the 12 points being sampled, a JT9D type rake was modified by the addition
of individual sampling probes located adjacent to each of the 12 sampling points of the rake.
As shown in Figure 2, the lines from these individual probes were directed to a junction box
containing 12 solenoid valves. By suitable connection and manifolding, it was possible to
separately record the gaseous emissions at each of the 12 individual probe locations for
comparison of this average with that recorded from the rake manifold.
The modified rake was then mounted behind JT9D engine X-564 and a probe checkout test
was conducted. At power settings of idle (where GO and THC are highest) and maximum
continuous power (where NOx is high), readings of the individual probes were taken for com-
parison with average readings from the multipoint rake. At each of the two power settings,
three rake readings were recorded during the course of recording the 12 individual probe
values in order to average out any changes in engine power setting which may have taken
place during the test recording time period (over one hour.) The test results are shown in
the table below:
PAGE NO. 18
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PRATT &. WHITNEY AIRCRAFT
IDLE POWER SETTING
Emission (PPMV)
Pro be Type .NOx. CO TII.f-
Probe I 18.7 619.4 321.1
Probe 2 15.5 626.1 405.3
Probe 3 16.0 635.1 409.7
Pro be 4 16.5 620.1 305.8
Probe 5 14.6 779.5 510.1
Probe 6 12.9 733.8 618.8
Pro be 7 16.8 426.5 235.3
Probe 8 17.6 551.5 284.2
Probe 9 18.9 554.2 370.8
Probe 10 19.4 491.5 308.3
Probe 11 21.6 496.6 271.0
Probe 12 20.5 327.1 148.9
Individual Probe Average 17.4 571.8 349.1
1st Rake Reading 18.4 568.4 331.2
2nd Rake Reading 15.9 589.0 366.6
3rd Rake Reading 17.5 600.9 378.6
Rake Average 17.26 586.1 358.8
Rake-Probe Difference (PPMV) 0.14 14.3 9.7
Rake-Probe Difference (Percent) 0.81% 2.43% 2.72%
MAXIMUM CONTINUOUS POWER SETTING
Emission (PPMV)
Probe Type NOx CO THC
Probe I 335.8 9.0 7.0
Probe 2 286.5 13.7 5.4
Probe 3 306.9 17.7 4.8
Pro be 4 295.5 9.8 5.6
Probe 5 300.0 1 I.7 5.1
Probe 6 273.5 13.2 5.3
Probe 7 266.5 17.1 2.6
Probe 8 301.8 15.6 2.7
Probe 9 293.1 12.0 3.1
Probe 10 282.8 8.5 2.8
Probe II 327.5 9.1 2.7
Probe 12 308.1 8.8 2.5
Individual Probe Average 298.2 12.18 4.13
1 st Rake Reading 300.7 11.8 1.6
2nd Rake Reading 300.9 11.6 0.3
3rd Rake Reading 292.7 12.5 3.3
Rake Average 298.1 11.96 1.73
Rake-Probe Difference (PPMV) 0.1 0.22 2.40
Rake-Probe Difference (Percent) 0.03% 1.81%
PAGE NO. 19
PW A-4339
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PRATT'" WHITNEY AIRCRAFT
PWA-4339
This testing verified that the average rake data are in very close agreement with the average
data of the 12 individual probes and therefore is a representative average of 12 selected
sampling points.
Following the rake checkout a series of high power performance calibrations were run to
establish the effect of the rake proximity on engine performance parameters. Calibrations
were run with the rake positioned at 2 inches, 6 inches and 10 inches behind the engine
tailpipe and also with the rake entirely removed. Preliminary analysis of the data indicated
that 10 inches behind the tailpipe was the closest position that would not affect engine per-
formance. This position was then established as the standard position for this program.
Later more detailed analysis of this same data indicated that there was a slight performance
affect at 10 inches and that 14 inches was a better setting for the JT9D production engine.
This setting was used for all JT9D production engine testing.
3. JT3D Testing
The experimental portion of the JT3D engine testing was conducted using experimental
engine X-315-44. Prior to this testing, the fuel nozzles and burner cans were changed to
the configuration currently used in production engines. With this change, the engine con-
figuration was substantially the same as the JT3D-7 engine. The experimental test series
was run on 28 and 29 June 1971. For the first three tests of the series, the following power
settings were run:
1.
2.
3.
4.
5.
Idle
Idle plus 1000 lbs Thrust
6500 lbs Thrust
*14,500 Ibs Thrust
19500 lbs Thrust
6. *Takeoff Power
7. * 18,500 Ibs Thrust
8. 10,500 Ibs Thrust
9. 2,500 lbs Thrust
10. Idle plus 500 Ibs Thrust
*Dry Particulates Recorded For These Power Settings
The final test run, for the measurement of total particulates, olefins and aldehydes, was
made at the following power settings:
1.
2.
3.
4.
9,000 Ibs Thrust
20,000 Ibs Thrust
18,000 Ibs Thrust
Idle
PAGE NO. 20
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PRATT'" WHITNEY AIRCRAFT
PWA-4339
For all of the above testing the rake was set 10 inches aft of the engine tailpipe. Figure 3
shows the test arrangemen 1. '
4. JT8D Testing
The experimental portion of the JT8D engine testing was conducted using experimental
engine X-370-47. This engine was used at P&WA for endurance testing and was the only
experimental JT8D engine available in the June through August time period. The engine
configuration was substantially in accordance with the JT8D-15 version of the engine which
represents a thrust improvement over the D-7, D-9, and D-ll versions. The latter engines,
however, represent the bulk of current production orders. On the first attempt to run the
experimental test series a number of the sampling probes on the rake failed after a short
exposure to the JT8D engine exhaust. These were repaired and all of the individual sampling
tubes were strengthened by the addition of gussets to either side. This strengthening was
incorporated on all four emissions sampling rakes. This modification corrected the problem
and the tests were completed on 23 June 1971.
For the first three tests of the series, the following power settings were run:
1.
2.
3.
4.
5.
Idle
Idle plus 1000 Ibs Thrust
6000 Ibs Thrust
*10,000 Ibs Thrust
13,000 Ibs Thrust
6. *Takeoff Power
7. 12,000 Ibs Thrust
8. 7000 Ibs Thrust
9. * 5000 Ibs Thrust
10. Idle plus 500 Ibs Thrust
*Dry Particulates Recorded For These Power Settings
The final test run, for the measurement of total particulates, olefins and aldehydes, was
made at the following power settings:
1.
2.
3.
4.
5000 Ibs Thrust
14,500 Ibs Thrust
12,000 Ibs Thrust
Idle Plus 500 Ibs Thrust
For all of the above testing, the rake was set 10 inches aft of the engine tailpipe.
5. JT9D Testing
The experimental portion of the JT9D engine testing was conducted using experimental
engine X-495-14, which is a performance development engine having a configuration sub-
stantially in accordance with the JT9D-7 production engine configuration. The D-7 model
is the current major JT9D production engine model. The experimental test series was run
on 8 and 9 July 1971. For the first three tests of the series, the 'following settings were run:
PAGE NO. 21
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i
PRATT & WHITNEY AIRCRAFT
PWA-4339
1. *Idle 6. *Takeoff Power
2. Idle plus 1000 Ibs Thrust 7. *36,000 Ibs Thrust
3. 12,000 Ibs Thrust 8. 23,000 Ibs Thrust
4. *33,000 Ibs Thrust 9. 8,100 Ibs Thrust
5. 40,000 Ibs Thrust 10. Idle plu.s 500 Ibs Thrust
*Dry particulates recorded for these power settings.
The final test run, for the measurement of total particulates, olefins and aldehydes, was
made at the following power settings:
1.
2.
3.
4.
Idle
12,000 Ibs Thrust
36,000 Ibs Thrust
33,000 Ibs Thrust
For all of the above testing, the rake was set 10 inches aft of the engine tailpipe ~
D.
PRODUCTION TESTING PROCEDURES
1.
General Test Description
The production portion of the program was designed to evaluate the engine to engine variation
in emission level by conducting a significant number of tests on different engines of the same
model. In addition, it was hoped that these tests would expand and amplify data concerning
the effects of inlet (ambient) temperature and humidity on emission levels. These tests, which
were conducted with minimum interference to the normal testing of production engines, were
run with JP4 fuel, the fuel normally used for all production engine testing.
Emission tests were run for nine (9) different engines for each of the JT3D and JT8D engine
models and for four (4) JT9D engine models for a total of 22 different tests.
Each test consisted of a minimum of five test points, one at idle, one at takeoff, and the re-
maining points spaced in between depending upon the type of production test being run.
For green and final acceptance testing, 6 or more test points were taken. The gaseous emis-
sions, NO, N02' 02' CO, C02' and THC were taken for all of the test points. Smoke and
dry particulates were taken at idle, takeoff, and two other points. For two production en-
gines of each model, the measurement of aldehydes were made in place of the dry particu-
lates at the idle power setting.
2.
JT3D Testing
The current JT3D production engine model is the JT3D-3B version. The emissions multi-
point sampling rake and support stand were mounted in production test stand P-68. It was
discovered that, because different fan air discharge ducts are used in production from those
PAGE NO. 22
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PRATT & WHITNEY AIRCRAFT
PWA-4339
used in experimental testing, a portion of the fan air impinged on the upright supports of
the rake. There was concern that this would affect engine performance measurements at
the 10 inch aft position. Consequently, using JT3D engine P-6688l6, calibration tests were
run with and without the rake and support stand in place. Analysis of the data did not show
any effect on engine performance. The emission testing on engine P-6688l6 was completed
on 7 July 1971. Emission testing on engines P-6688l7, P-669797, and P-6688l5 was com-
pleted on 21 ,22, and 23 July 1971, respectively. A fifth emission test on engine P-669796
was attempted but the engine was rejected for vibration before a sufficient number of test
points could be obtained.
The emission testing of JT3D production engines was temporarily suspended in order to
measure JT9D production engines at the Middletown facility. JT3D production engine
emission testing was resumed in the latter part of August when three-3B engines, P-668821 ,
P-668820 and P-668822 were measured on August 18, 19, and 20, respectively. These en-
gines completed the production run of JT3D engines until late October. Permission was re-
quested and granted to build two of the October engines in September so as to complete the
emissions testing program. These -3B production engines, P-669798 and P-669799, were
emission tested on September 2 and September 9. This completed the testing of nine (9)
JT3D-3B engines.
3.
JT8D Testing
The current JT8D production engine models are the JT8D-9 and -11 with a few JT8D-7 and
-15 being produced during this time period. For this emissions measurement program, the
multipoint sampling rake and support stand were mounted in production test stand P-67.
To insure tha t the positioning of the emissions rake 10 inches aft of the engine did not affect
performance, calibration tests were rUT}, using JT8D-9 engine P-674552, with and without the
rake and support stand in place. No affect on engine performance was detected. Emissions
testing on this engine was completed on 9 July 1971. An emission test on JT8D-ll engine
P-6762l5 was completed on 12 July 1971 and emission tests on JT8D-9 engines P-665705,
P-665706 and P-665708 were completed on 14, 15, and 16 July 1971, respectively. Two
additional JT8D-9 engines, P-665709 and P-674550, were measured on 20 and 21 July 1971,
respectively. Two additional JT8D-9 engines, P-666987 and P-666988 were measured on
August 19 and August 20, respectively. This testing completed the emission measurement
of JT8D engines with eight (8) JT8D-9 and one (1) JT8D-ll being measured during the
program.
4.
JT9D Testing
The current JT9D production engine schedule includes mostly JT9D-7 engine models with a
lesser number of JT9D-3A and -15 engine models. For JT9D production engine emission
testing, two test stands, P-3 and P-7, at the Middletown, Connecticut test facility, were out-
fitted with the multipoint sampling rake and support. The rakes were positioned 14 inches
aft of the engine tailpipe, because a more detailed analysis of the data run on JT9D engine
X-564 showed that there was a slight effect on engine performance at the 10 inch position
PAGE NO. 23
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PRATT & WHITNEY AIRCRAFT
PW A-4339
and that 14 inches aft of the tailpipe was the closest position permissable for the emissions
testing. Emission testing of two JT9D-7 engines, P-685605 and P-685602, was accomplished
on 28 July 1971. On 29 July 1971, emissions testing was completed on JT9D-3A engine
P-66307l. It was not possible to obtain smoke or particulate measurements on engines
P-685602 or P-66307l because of lack of manpower. On 5 August 1971, emissions testing
was completed on JT9D-7 engine P-6856l4. Funding limitations prevented the emission
testing of additional JT9D engines.
PAGE NO. 24
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PRATT'" WHITNEY AIRCRAFT
PW A-4339
IV. ANALYSIS OF RESULTS
A.
1.
STATISTICAL ANALYSIS OF PRIMARY GASEOUS EMISSIONS
Conversion of Emission Data to Mass Units
Conversion of the gaseous emission data (NO, N02' CO, THC) from the measured parts per
million by volume (PPMV) units to the desired pounds of emission per pound of fuel (LBS/
LB Fuel) or pounds of emission per hour (LBS/HR) was accomplished in accordance with
the following equations:
(1)
Emission (PPMV)
106
x
MWE
MWA
x
I
F/A
=
Emission (LB/LB Fuel)
(2) Emission (LBS/LB Fuel) X Fuel Flow (L:~ ) = Emission (LBS/HR)
where, MWE = Molecular Weight of Emission
MWA = Molecular Weight of Air
For N02' MWE = 46
For NO, MWE = 30
For CO, MWE = 28
For THC {CH4)MWE = 16
For Air, MW A = 29
F/Ap = Fuel to Air Ratio Fuel Flow, LBS/HR
=
(Primary, Core, Engine) Combustor Airflow, LBS/HR
The accuracy of this conversion method therefore depends on the accuracy of the fuel/air
ratio calculation, the accuracy of the measuring instruments, as well as the ability of the
sampling method selected to provide a representative emission sample for analysis. In the
case of turbojet engines, both the fuel flow and airflow are directly measured and therefore
the accuracy of the fuel/air ratio calculation is considered to be good over the entire oper-
ating range. In the case of turbofan engines, however, generally only the total airflow is
directly measured and the airflow portion of interest for mass emissions computations, the
core engine airflow, must be computed. This airflow computation is considered to be accu-
rate over most of the operating range except for the very low power range (idle) where light
engine loadings reduce the computation accuracy.
The fuel/air ratio method of mass emission computation was the standard method used by
P& W A during the duration of this contract. The "carbon balance" method, as recommended
by the Society of Automotive Engineers, Inc. (SAE), Aerospace Recommended Practice,
ARP 1256, is now being implemented as an additional method of determining mass emission
measurement.
PAGE NO. 25
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PRATT &. WHITNEY AIRCRAFT
PW A-4339
2.
Analysis Objective
Statistical methods were employed for the analysis of the gaseous emissions produced by the
three engine models tested during the program. The intent of this analysis was:
3.
.
to obtain estimates of the arithmetic average and standard deviation of the
gaseous exhaust emissions at four selected engine power settings; idle, approach,
climb, and takeoff.
.
to attempt to assess the effects of humidity, temperature, and the difference of
fuel type on exhaust emission levels.
.
to evaluate, within the limitations of the data, the changes in exhaust emissions
due to engine to engine variation among the different engines of the same model
and the run to run differences as determined by repeat runs of the same engine.
Conditions of the Data
The bulk of the gaseous emission data collected during the program was obtained from the
"run in prior" test, the green test, or the final acceptance test of production engines. Because
the number of specific test points required for any of these tests is small, this necessarily
limited the number of engine power settings at which emission data could be collected. Thus
data was not often obtained near the power settings of approach and climb during the course
of the program which made analysis of emission level at these points more difficult to assess.
Tests of an experimental engine were used to determine the run to run differences for each
engine model. Each experimental test required a relatively long time to complete which re-
sulted in a considerable time period between repeat runs. Thus, the run to run analysis is
affected by uncontrolled changes in atmospheric conditions. Because corrections for these
uncontrolled effects on exhaust emission level are unknown, a pure run to run variation can-
not be determined.
The attempt to determine the effects of humidity and temperature can also only be estimated
on a gross basis since a controlled test or tests of a single engine over a range of temperatures
or of humidities was not a part of the program. The analysis that was undertaken by neces-
sity involved a number of different engines which were tested over a small range of tempera-
tures and humidities (all of the testing was done during the summer months) and thus the
results can be confused or affected by a number of factors. These factors could include:
.
.
.
.
time of day,
slight changes in fuel composition during testing,
test stand differences, and
change in inlet (ambient) air composition.
PAGE NO. 26
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PRATT &. WHITNEY AIRCRAFT
PWA-4339
In fact, all of the emission measurements recorded during the program are affected by these
and other factors since it was not practical at this time to run controlled tests to determine
in detail these individual effects.
It should be realized that the basic purpose of the program conducted for the EPA was to
document the emission characteristics of a significant number of engines of the same model.
The program was not designed to accurately determine the effects of temperature, humidity,
run to run variation and engine to engine variation. A limited amount of information on the
effect of these variables was, however, compiled during the course of the program. Because
there is little or no past data available concerning the effects of these variables on emission
level, efforts were made to extend the data analysis to cover these variables. Statistical
methods were employed when practical.
4.
Analysis Approach
As described in the preceeding section, gaseous emission measurements were not always ob-
tained exactly at the nominal conditions of idle, approach, climb, and takeoff. Therefore,
consideration had to be given as to how to best estimate emission level for these conditions
from available data. Two basic approaches were considered:
.
draw a line through the data by eye and correct the points to the desired
conditions, and
.
average the data through use of regression analysis techniques.
Regression analysis was chosen because it offered several major advantages over the eye cor-
rection of the data while at the~ame time providing maximum flexibility for satisfying the
objectives of the study. The basic flow path taken to arrive at the averages as well as assess
the effect of humidity, temperature, fuel type, and run to run and engine to engine differences
is presented in Figure 12. Discussion of details associated with the method of analysis chosen
is given in the following sections. A general discussion of regression analysis is presen ted in
Appendix A for reference.
CORRECTED REVIEW
CORRECT
DISCARD
REVISE MODE L FORM
AS REOUIRED
EMPI RICAL
REGRESSION
MODEL
SELECTION
DEVELOPED
EMISSIONS
MODELS
OUTPUT
MEANS - S1
STANDARD - 0
DEVIATION
HUMIDITY
AND
TEMPFRATURE
ANALYSIS
FUEl
ANAL YSIS
ENGINE TO
ENGINE
RUN TO RUN
ANALYSIS
Figure 1 2
Statistical Analysis Flow Path
PAGE NO. 27
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I ---
PRATT & WHITNEY AIRCRAFT
PWA-4339
5.
Empirical Model Building
When a unique relationship exists between two variables, Y (e.g., NOx) and X (e.g., EPR),
they are said to be functionally related. If the exact relationship is not known it can be
approximated mathematically over a range of values by obtaining pairs of X and Y observa-
tions in this range. A most important consideration is the choice of the functional relation-
ship which is to be used as the approximation. This can be done in essentially two ways.
These are: .
.
Theoretical knowledge of the type of relationship
.
Empirical examination of a scatter diagram or plot of the data and
hypothesize the relationship.
The first method is preferred as it is naturally useful to have prior knowledge of the form of
the relationship between two variables. However, often little is known about this relationship,
as is the case for correct gaseous emission predictions, and the use of a scatter diagram is valu-
able in providing ideas as to the true relationship. Through inspection of the individual scatter
plots, (see paragraph B5 of this section) the basic shapes of the exhaust emission data are
determined. For each of these basic curve shapes, a mathematical model is fitted. Typical
shapes and corresponding mathematical models are shown in Figures 13 and 14.
0.180E-Ol
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Figure 13
Oxides of Nitrogen (NOx) Versus Engine Pressure Ratio Emission Measurement
Results, JT3D Engine
PAGE NO. 28
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PRATT & WHITNEY AIRCRAFT
Figure 14
PW A-4339
O.350E-Ol
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. (I I
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0.120E OS
N2 ROTOR SPEED - RPM'
Carbon Monoxide (CO) Versus N2 Rotor Speed Emission Measurement Results,
JT8D Engine
With this hypothesis of basic shapes, empirical models for the exhaust emissions were devel-
oped using only statistical decision rules to determine inclusion or exclusion of the indepen-
dent variables (Le., N2' EPR, etc). However, it was noted that the models differed from
engine model to engine model and the inclusion of more than one or two independent
variables did not significantly improve the precision of the estimates of the exhaust emission
results. It was also noted from the interim analysis to the final analysis that there were still
further changes in the development of empirical models due solely to the inclusion of addi-
tional data.
Because of these inconsistencies with the available data set, it was considered that a detailed
and exhaustive multiple regression analysis was not warranted. Therefore, simplified final
models were selected to provide estimates of the average exhaust emissions and for providing
insight into the possible effects of humidity, inlet temperature, and fuel type. These models
are shown below:
NOx
JT8D
JT3D
JT9D
NOx = .0237 + .0171 EPR - .214 x 10-5 H of C*
NOx = -.0098 + .0140 EPR - .194 Humidity
NOx = -.093 + .0770 EPR + .000263 Temp. - .313 Humidity
* Heat of Combustion (H of C)
Test Average For JP4 Fuel'"'" 18,784 BTU/LB
Test Average For JP5 Fuel'"'" 18,487 BTU/LB
PAGE NO. 29
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PRATT & WHITNEY AIRCRAFT
co
JT8D
JT3D
JT9D
THC
JT8D
JT3D
JT9D
Smoke
JT8D
JT3D
JT9D
PWA-4339
co = -.00763 + .102 x lQ~ (l/N2)2.5 + .0971 Humidity
CO = -.5004 + .133 x 104 (l/N2) + .0000196 H of C
CO = -.0128 + .181 x 1018 (l/N2)5 + .446 Humidity
THC = .000107 + .1504 ~ 1029 (l/N2)8
THC = -.232 + .256 x 1022 (l/N2)6 + .0000123 H of C
THC = -.00433 + .259 x 1032 (l/N2)9 + .384 Humidity
Smoke = -248.12 + 27.43 EPR + .012 H of C
Smoke = -564.32 + 29.09 EPR + .030 H of C
Smoke = -20.261 + 10.80 EPR + .121 Temp.
A representation of the precision of the prediction of exhaust emission level using the devel-
oped models can be shown by plotting the observed emission values versus the emission values
calculated by the model. A typical example is shown in Figure 15.
0.180E-OIl, OXIDES OF NITROGEN / . //
JT3D ENGINE
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PRATT & WHITNEY AIRCRAFT
PW A-4339
6.
Mean and Standard Deviations Emission Levels
a.
Oxides of Nitrogen (NOx)
The maximum concentration of NOx occurs at the highest power settings. Curves of the re-
lationship of NOx to rotor speed, thrust, engine pressure ratio, fuel air ratio and percent
rated thrust are shown in Figures 16 through 30 for the JT3D, JT8D, and JT9D engines.
The statistical analysis has also indicated the mean value and the I sigma (a) variation of the
NOx data taken for each engine model at power settings of idle, approach, maximum con-
tinuous (climb), and takeoff.
These results are summarized below:
NOx RESULTS
Fuel NOx NOx
Thrust Flow Ibsf I Sigma
Engine Mode Ibs Ibs/hr 1000 Ibs Fuel Variation
JT3D Idle 900 1,070 2.25 0.85
Approach 5,228 3,573 4.87 0.85
Climb 16,400 8,120 11.92 0.85
Takeoff 18,000 9,420 13.63 0.85
JT8D Idle 800 920 I. 71 0.78
Approach 3,555 2,700 5.39 0.78
Climb 12,600 7,020 15.60 0.78
Takeoff 14,500 8,400 18.60 0.78
JT9D Idle 3,550 1,976 3.41 1.9
Approach 15,009 7,515 11.42 1.9
Climb 39,650 14,109 30.00 1.9
Takeoff 45,500 16,641 36.80 1.9
PAGE NO. 31
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PRATT & WHITNEY AIRCRAFT
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0.0
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PRIMARY FUEL AIR RATIO
PW A-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X31F>44 5 JP4 D-7
EXP X31&44 6 JP4 D-7
EXP X31&44 7 JP5R D-7
EXP X-31 F>44 8 JP5R D-7
PROD P-668816 K JP4 D-38
PROD P-66881 5 L JP4 D-38
PROD P-669797 M JP4 M8
PROD P-66881 7 N JP4 D-38
PROD P-668822 P JP4 D-38
PROD P-668821 0 JP4 D-38
PROD P-668820 R JP4 D-38
PROD P-669798 S JP4 D-38
PROD P-669799 T JP4 D-3B
O.IBOE-Ol
Figure 16
Oxides of Nitrogen (NOx) Versus Primary Fuel Air Ratio Emission Measurement
Results, JT3D Engine
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K
I~ :','
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X31F>44 5 JP4 D-7
EXP X31F>44 6 JP4 D-7
EXP X31&44 7 JP5R D-7
EXP X.31F>44 8 JP5R D-7
PROD P-668816 K JP4 D-3B
PROD P-668815 L JP4 D-3B
PROD P-669797 M JP4 MB
PROD P-668817 N JP4 D-3B
PROD P-668822 P JP4 D-3B
PROD P-668821 a JP4 D-3B
PROD P-668820 R JP4 D-3B
PROD P-669798 S JP4 D-38
PROD P-669799 T JP4 D-3B
TAKEOFF
0.200E 01
Figure I 7
Oxides of Nitrogen (NOx) Versus Engine Pressure Ratio Emission Measurement
Results, JT3D Engine
5
~B
It
R
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PAGE NO. 32
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PRATT & WHITNEY AIRCRAFT
Figure 18
Figure 1 9
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0.220E 05
ENGINE THRUST -LBS
PW A-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X31544 5 JP4 D-7
EXP X31!>44 6 JP4 D-7
EXP X31544 7 JPSR D-7
EXP X-31 544 B JPSR D-7
PROD P-868816 K JP4 D-3B
PROD P-868815 L JP4 D-3B
PROD P-869797 M JP4 I>'3B
PROD P-668817 N JP4 D-3B
PROD P-668822 P JP4 D-3B
PROD P-668821 a JP4 D-3 B
PROD P-668820 R JP4 D-3B
PROD P-669798 S JP4 D-3B
PROD P-869799 T JP4 D-3B
Oxides of Nitrogen (NOx) Versus Engine Thrust Emission Measurement Results,
JT3D Engine
I
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LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X31544 5 JP4 D-7
EXP X31!>44 6 JP4 D-7
EXP X31!>44 7 JPSR D-7
EXP X-31 &44 B JPSR D-7
PROD P-968816 K JP4 D-3B
PROD P-968815 L JP4 D-3B
PROD P-669797 M JP4 I>'3B
PROD P-668817 N JP4 D-3B
PROD P-668822 P JP4 D-3B
PROD P-968821 a JP4 D-3B
PROD P-668820 R JP4 D-3B
PROD P-669798 S JP4 D-3B
PROD P-869799 T JP4 D-3B
Oxides of Nitrogen (NOx) Versus N2 Rotor Speed Emission Measurement Results,
JT3D Engine
PAGE NO. 33
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PRATT & WHITNEY AIRCRAFT
Figure 20
Figure 21
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PW A-4339
LEGEND
65
9
7
TYPE ENGINE SYMBOL FUEL MODEL
EXP X315-44 6 JP4 D-7
EXP X31S44 6 JP4 D-7
EXP X31S44 7 JP6R D-7
EXP X-315-44 8 JP6R D-7
PROD P-668816 K JP4 D-38
PROD P-66881 6 L JP4 D-38
PROD P-669797 M JP4 1>'38
PROD P-668817 N JP4 D-3B
PROD P-668822 P JP4 D-3B
PROD P-668821 a JP4 D-3B
PROD P-668820 R JP4 D-3B
PROD P-669798 S JP4 D-3B
PROD P-669799 T JP4 D-3B
TAKEOFF
0.1201': 01
Oxides of Nitrogen (NOx) Versus Percent Rated Thrust Emission Measurement
Results, JT3D Engine
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PRIMARY FUEL AIR RATIO
LEGEND
2
3
TYPE ENGINE SYMBOL FUEL MODEL
EXP X.37G-47 I JP4 D-16
EXP X.3 7G-4 7 2 JP4 D-16
EXP X-3 7().4 7 3 JP6R D-16
EXP X-37G-47 4 JP6R D-16
PROD P-676216 A JP4 D-11
PROD P-666706 B JP4 D-9
PROD P-666706 C JP4 D-9
PROD P-66 6708 D JP4 D-9
PROD P-674662 E JP4 D-9
PROD P-666709 F JP4 D-9
PROD P-674660 G JP4 D-9
PROD P-666987 H JP4 D-9
PROD P-66698B J JP4 D-9
Oxides of Nitrogen (NOx) Versus Primary Fuel Air Ratio Emission Measurement
Results, JT8D Engine
PAGE NO. 34
-------
PRATT & WHITNEY AIRCRAFT
0.250E-OI
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11
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O.IOOE 01
0.220E 01
ENGINE PRESSURE RATIO
PW A-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X-J70.47 1 JP4 ~15
EXP X-37~7 2 JI'I4 ~15
EXP X-370-47 3 JP5R ~15
EXP X.370-47 4 JP5R ~15
PROD P-87621 5 A JP4 ~11
PROD P-885705 B JI'I4 ~9
PROD P-8857Q8 C JP4 1>-9
PROD P-8857OB D JP4 ~9
PROD P-874552 E JP4 ~9
PROD P-885709 F JP4 ~9
PROD P-874550 G JP4 ~9
PROD P-866987 Ii JP4 ~9
PROD P-6669BB J JP4 ~B
Figure 22
Oxides of Nitrogen (NOx) Versus Engine Pressure Ratio Emission Measurement
Results, JT8D Engine
0.250E-Oll
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CLIMB
0.0
ENGINE THRUST - LBS
Figure 23
LEGEND
2
TYPE ENGINE SYMBOL FUEL MODEL
EXP X.J70.4 7 1 JP04 1>-15
EXP X-37~7 2 JI'I4 ~15
EXP X.370-47 3 JP5R ~15
EXP X-370-47 4 JP5R ~15
PROD P-876215 A JI'I4 ~11
PROD P-885705 B JI'I4 ~9
PROD P-8857OB C JP4 ~9
PROD P-8657OB D JP4 ~9
PROD P-874552 E JP4 ~9
PROD P-865709 F JP4 ~9
PROD P-874550 G JP4 ~9
PROD P-866987 H JP4 ~9
PROD P-8669BB J JP4 ~9
Oxides of Nitrogen (NOx) Versus Engine Thrust Emission Measurement Results,
JT8D Engine
PAGE No.3 5
-------
PRATT & WHITNEY AIRCRAFT
I 1
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N2 ROTOR SPEED - RPM
O. 120E 05
Figure 24
PW A-4339
-LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X-37c)'47 1 JP4 D-15
EXP X-3 70.4 7 2 JP4 D-15
EXP X-370.47 3 JP5R D-15
EXP X-370.4 7 4 JP5R D-15
PROD P-676215 A JP4 D-11
PROD P-065705 B JP4 D-9
PROD P-665706 C JP4 D-9
PROD P-665708 D JP4 D-9
PROD P-674552 E JP4 D-9
PROD P-665709 F JP4 D-9
PROD P-674550 G JP4 D-9
PROD P-066987 H JP4 D-9
PROD P-666988 J JP4 D-9
Oxides of Nitrogen (NOx) Versus N2 Rotor Speed Emission Measurement Results,
JT8D Engine
0.250E-Oll
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PERCENT RATED THRUST (D-9 MODEL)
Figure 25
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X.370.4 7 1 JP4 D-15
EXP X-3 70.4 7 2 JP4 D-15
EXP X-J70-47 J JPSR D-15
EXP X-370.4 7 4 JP5R D-15
PROD P-616215 A JP4 D-11
PROD P-065705 B JP4 D-9
PROD P-06 5706 C JP4 D-9
PROD P-06 5708 D JP4 D-9
PROD P-674552 E JI\4 D-9
PROD P-065709 F J1'4 D-9
PROD P-674550 G JP4 D-9
PROD P-066987 H J1'4 D-9
PROD P-666988 J JI\4 D-9
Oxides of Nitrogen (NOx) Versus Percent Rated Thrust Emission Measurement
Results, JT8D Engine
PAGE NO. 36
-------
PRATT &. WHITNEY AIRCRAFT
PW A-4339
LEGEND
U.SOOE-Ol]
I
TYPE ENGINE SYMBOL FUEL MODEL
EXP X-495-14 9 JP4 D-7
EXP X-495-14 0 JP4 D-7
EXP X-495-14 . JP5R D-7
EXP X-495.14 & JP5R D.7
PROD P-663071 U JP4 D-3A
PROD P-685602 V JP4 D.7
PROD P-685605 W JP4 D.7
PROD P-685614 X JP4 D.7
9
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o
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Figure 26
Oxides of Nitrogen (NOx) Versus Primary Fuel Air Ratio Emission Measurement
Results, JT9D Engine
O.SOOE-Oll
1
j
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LEGEND
~
TYPE ENGINE SYMBOL FUEL MODEL
EXP X-495-14 9 JP4 D-7
EXP X-495-14 0 JP4 D.7
EXP X-495-14 . JP5R D.7
EXP X-495.14 & JP5R D.7
PROD P-663071 U JP4 D-3A
PROD P-685602 V JP4 D.7
PROD P-685605 W JP4 D.7
PROD P-685614 X JP4 D.7
~ I 0 v ~ ~
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1.0
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O. ISOE 01
ENGINE PRESSURE RATIO
Figure 27
Oxides of Nitrogen (NO x) Versus Engine Pressure Ratio Emission Measurement
Results, JT9D Engine
PAGE NO. 37
-------
PRATT & WHITNEY AIRCRAFT
0.500E-Ol
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PW A-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X-495-14 9 JP4 D.7
EXP X-495-14 0 JP4 D-7
EXP X-495-14 . JP5R D.7
EXP X-495.14 & JP5R 0.7
PROD P-663071 U JP4 D-3A
PROD P-685602 V JP4 D.7
PROD P-685605 W JP4 0-7
PROD P-685614 X JP4 0.7
Figure 28
Oxides of Nitrogen (NOx) Versus Engine Thrust Emission Measurement Results,
JT9D Engine
U.500E-Oll
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N2 ROTOR SPEED - RPM
Figure 29
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X-495.14 9 JP4 D-7
EXP X-495-14 0 JP4 0.7
EXP X-495.14 . JP5R 0.7
EXP X-495-14 & JP5R 0.7
PROD P-663071 U JP4 D.3A
PROD P-685602 V JP4 0.7
PROD P-6B5605 W JP4 0-7
PROD P-6B5614 X JP4 D.7
Oxides of Nitrogen (NOx) Versus N2 Rotor Speed Emission Measurement Results,
JT9D Engine
PAGE NO. 38
-------
,-
PRATT & WHITNEY AIRCRAFT
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0.0
PW A-4339
LEGEND
o
TYPE ENGINE SYMBOL FUEL MODE L
EXP X-495-14 9 jP4 0-7
EXP X-495-14 0 jP4 0-7
EXP X-495-14 . JP5R 0-7
EXP X-495-14 & jP5R 0-7
PROD P-663071 U jP4 D-3A
PROD P-685602 V jP4 0-7
PROD P-685605 W jP4 0-7
PROD P-685614 X JP4 0-7
APPROACH u
N
\ ~ ~
o W W
N (\J Y W W
yW w 1 I I
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--j [--TAKEOFF
I
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9 N
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CLlMB-
O. I OOE 01
Figure 30
PERCENT ENGINE THRUST - LBS
Oxides of Nitrogen (NOx) Versus Percent Rated Thrust Emission Measurement
Results, JT9D Engine
b.
Carbon Monoxide (CO)
The maximum concentration of CO occurs at the lowest power setting, idle power. Curves
of the relationship of CO to rotor speed, thrust, engine pressure ratio, fuel air ratio and per-
cent rated thrust are shown in Figures 31 through 45 for the JT3D, JT8D, and JT9D engines.
The statistical analysis has also indicated the mean value and the 1 sigma (a) variation of the
CO data taken for each engine model at power settings of idle, approach, maximum con-
tinuous (climb), and takeoff.
These results are summarized below:
Engine
JT3D
JT8D
JT9D
CO RESULTS
Fuel CO
Thrust Flow Lbsl I Sigma
Mode Ibs Ibs/hr 1000 Ibs Fuel Variation
Idle 900 1,070 104:20 6..0
Approach 5,228 3,573 19.00 6.0
Climb 16,400 8,120 1.41 6.0
Takeoff 18,000 9,420 NIL
Idle 800 920 24.55 0.88
Approach 3,555 2,700 4.66 0.88
Climb 12,600 7,020 1.44 0.88
Takeoff 14,500 8,400 0.92 0.88
Idle 3,550 1,976 54.13 2.65
Approach 15,009 7,515 5.33 2.65
Climb 39,650 14,109 .75 2.65
Takeoff 45,500 16,641 NIL
PAGE NO. 39
-------
PRATT & WHITNEY AIRCRAFT
Figure 31
Figure 32
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~
a K
PW A-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X31S44 5 JP4 D-7
EXP X31544 6 JP4 D-7
EXP X31544 7 JPSR D-7
EXP X-31544 B JPSR D-7
PROD P-66BBI6 K JP4 D-3B
PROD P-66BBI5 L JP4 D-3B
PROD P-669797 M JP4 Q;3B
PROD P-668817 N JP4 D-3B
PROD P-668822 P JP4 D-3B
PROD P-66BB21 a JP4 D-3B
PROD P-66BB20 R JP4 D-3B
PROD P-66979B S JP4 D-3B
PROD P-669799 T JP4 D-3B
TAKEOFF
I" I r I
, ,
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ffiJ
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I eeq ~1H\7 I
0.180E-01
PRIMARY FUEL AIR RATIO
Carbon Monoxide (CO) Versus Primary Fuel Air Ratio Emission Measurement
Results, JT3D Engine
1. . <'r)[ (In,
L
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')..)
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X31544 5 JP4 D-7
EXP X31544 6 JP4 D-7
EXP X315-44 7 JPSR D-7
EXP X-315-44 8 JPSR D-7
PROD P-66BBI6 K JP4 D-3B
PROD P-66BBI 5 L JP4 D-3B
PROD P-669797 M JP4 Q;3B
PROD P-668817 N JP4 D-3B
PROD P-668822 P JP4 D-3B
PROD P-66BB21 a JP4 D-3B
PROD P-66BB20 R JP4 D-3B
PROD P-66979B S JP4 D-3B
PROD P-669799 T JP4 D-3B
~
a~
i---CLIMBl:
J - ~TAKEOFF
ItJ p i I
, ~-~--
0.200E 01
R
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"5
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ENGINE PRESSURE RATIO
Carbon Monoxide (CO) Versus Engine Pressure Ratio Emission Measurement
Results, JT3D Engine
PAGE NO. 40
-------
r
PRATT &. WHITNEY AIRCRAFT
Figure 33
Figure 34
PW A-4339
O. 120[ DO,
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1 I CLIMB
i ~ :-
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0.221)[ 05
LEGEND
-'
w
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u.
co
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co
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(,)
TYPE ENGINE SYMBOL FUEL MODEL
EXP X315-44 5 JI\4 D-7
EXP X315-44 6 JI\4 D-1
EXP X315-44 7 JPSR D-7
EXP X-3 I 5-44 8 JPSR D-7
PROD P-668816 K JI\4 D-3B
PROD P-66881 5, L JI\4 D-3B
PROD P-669797 M JI\4 o:.3B
PROD P-668817 N JI\4 D-3B
PROD P-668822 P JI\4 D-3B
PROD P-668821 a JI\4 D-3B
PROD P-668820 R JI\4 D-3B
PROD P-669798 S JI\4 D-3B
PROD P-669799 T JI\4 D-3B
0.0
0.0
ENGINE THRUST - lBS.
Carbon Monoxide (CO) Versus Engine Thrust Emission Measurement Results,
JT3D Engine
LEGEND
O. 120E 'l
L
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Ii' 7
i
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-'
w
::> j K
U. 7
co
-'
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co K
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0
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TYPE ENGINE SYMBOL FUEL MODEL
EXP X315-44 5 JI\4 D-7
EXP X315-44 6 JI\4 D-7
EXP X315-44 7 JPSR D-7
EXP X.315-44 8 JPSR D-7
PROD P-668816 K JI\4 D-3B
PROD P-668815 L JI\4 D-3B
PROD P-669797 M JI\4 o:.3B
PROD P-668817 N JI\4 D-3B
PROD P-668822 P JI\4 D-3B
PROD P-668821 a JI\4 D-3B
PROD P-668820 R JI\4 D-3B
PROD P-669798 S JI\4 D-3B
PROD P-669799 T JI\4 D-3B
I 1
APPROACH
I I
TAKEOFF
IDLE
0.0
~
! Q ~
,I
CLIMB
~Jl
O. lOSE OS
O.SOOE 04
1\12 ROTOR SPEED - RPM
Carbon Monoxide (CO) Versus N2 Rotor Speed Emission Measurement Results,
JT3D Engine
PAGE NO. 41
-------
PRATT &. WHITNEY AIRCRAFT
, ,~','
,''''
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en
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Figure 35
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Figure 36
O. 120E 00
0.0
0.350E-01
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PW A-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X315-44' 5 JP4 [)'7
EXP X31&44 6 JP4 [).7
EXP X31&44 7 JP6R [).7
EXP X-31&44 8 JP6R [)'7
PROD P~8816 K JP4 [)'38
PROD P~8815 L JP4 [)'3B
PROD P~9797 M JP4 . [);3B
PROD P~8817 N JP4 [)'3B
PROD P-668822 P JP4 [)'3B
PROD P-668821 a JP4 D-3B
PROD P-668820 R JP4 [)'3B
PROD P-669798 S JI\4 [)'3B
PROD P-669799 T JP4 [)'3B
TAKEOFF
CLIMB
PERCENT RATED THRUST (-38 MODEL)
0.120E 01
Carbon Monoxide (CO) Versus Percent Rated Thrust Emission Measurement
Results, JT3D Engine
3
IDLE
01
~B
~/
F
APPROACH
E
1
2 R
!B
'I
3
21 ~ 1
CJ
It\ 2
Cf!fd J 2 S
I 3
2({fJ1111
0.800E-02
LEGEND
I
TAKEOFF
TYPE ENGINE SYMBOL FUEL MODEL
EXP X.37().4 7 1 JP4 [)'16
EXP X.37G4 7 2 JP4 [)'16
EXP X.37G-47 3 JPSA [)'16
EXP X.37G47 4 JP6A [)'16
PROD P-676216 A JP4 [).11
PROO P~6706 B JI\4 [)'9
PROD P-66 6706 C JP4 [)'9
PROD P~6708 D JP4 [)'9
PROD P-674552 E JP4 [).9
PROD P~5709 F JP4 [)'9
PROD P-674650 G JP4 [)'9
PROD P-666987 H JP4 [)'9
PROD P-666988 J JP4 [)'9
LlM
I 1
\R.1n
PRIMARY FUEL AIR RATIO
0.180E-OI
Carbon Monoxide (CO) Versus Primary Fuel Air Ratio Emission Measurement
Results, JT8D Engine
PAGE NO. 42
-------
PRATT" WHITNEV AIRCRAFT
Figure 37
Figure 38
00350E-Ol1
i
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1~IDLE
i
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1 3 I I
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j i:
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CD
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CD
...I
I
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0.0
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X.37~7 1 JP4 0-15
EXP X.37~7 2 JP4 0-15
EXP X.370-47 3 JP5R 0-15
EXP X.370-47 4 JP5R 0-15
PROD P-676215 A JP4 0-11
PROD P-665705 B JP4 0-9
PROD P-665706 C JP4 0-9
PROD P-666706 D JP4 0-9
PROD P-674552 E JP4 0-9
PROD P-665709 F JP4 0-9
PROD P-674550 G JP4 D-9
PROD P-666987 H JP4 0-9
PROD P-666988 J JP4 0-9
3
2
I "I
I I r-TAKEOFF
. CLIMB' i
I- ~:
I !
i
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B~
0.220E 01
PW A-4339
Carbon Monoxide (CO) Versus Engine Pressure Ratio Emission Measurement
Results, JT8D Engine
O.IOOE 01
ill
E 83 E~ 11111l(!
I
ENGINE PRESSURE RATIO
0.350E-Oll
i
1 ~
1 EI
i I
Ii
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CD
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CD
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l k APPROACH
j !.~
it
LEGEND
TYPE ENGINE SYMBOL FUEL MODel
EXP X037~7
EXP X.37~7
EXP X.370-47
EXP X.37~7
PROD P-676215
PROD P-665706
PROD P-665706
PROD P-665708
PROD P-674552
PROD P-665709
PROD P-674650
PROD P-666987
PROD P-666988
1
2
3
4
A
B
C
D
E
F
G
H
J
JP4
JP4
JP5R
JP5R
JP4
JP4
JP4
JP4
JP4
JP4
JP4
JP4
JP4
0-15
D-15
0-15
D-15
D-11
D-9
D-9
D-9
0-9
0-9
0-9
0-9
D-9
0.0
0.0
CLIMB
in 2 I
J ~ 3
2
E UEmJ
ENGINE THRUST - LBS
TAKEOFF
0.160E 05
Carbon Monoxide (CO) Versus Engine Thrust Emission Measurement Results,
JT8D Engine
PAGE NO. 43
-------
I
1-
PRATT & WHITNEY AIRCRAFT
O.350E-"1 ~
E I
0
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w
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CJ IDLE CB 3
~
0.0
I
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CLIMB
I
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~ 2
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2
I I
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I I
11: I
I 1 ;
0.600E O~
0.120EOS
N2 ROTOR SPEED - RPM
Figure 39
PW A-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X-37().4 7 1 JP4 D-16
EXP X-37().47 2 JP4 D-16
EXP X-3 7().4 7 3 JP6R D-16
EXP X.37().4 7 4 JP6R D-16
PROD P-67621 6 A JP4 D-11
PROD P-666706 B JP4 D-9
PROD P-66 5706 C JF\4 D-9
PROD P-66 57011 D JP4 D-9
PROD P-674552 E JF\4 D-9
PROD P-666709 F JF\4 D-9
PROD P-674660 G JF\4 D-9
PROD P-666987 H JF\4 D-9
PROD P-666988 J JF\4 D-9
Carbon Monoxide (CO) Versus N2 Rotor Speed Emission Measurement Results,
JT80 Engine
0.3S0E-Oll
fr'DlE
1 \ I
i ) I rA~RDACH
111 i II' 2
I Ii i i'~ ~ 3
UI_.1l- 2
....
w
:J
u.
!XI
....
-
fg
....
I
o
CJ
CLIMB
!-TAKEOFF
I
I
0.0
1 1
EUEmJrq!i~ ~
-,
0.120E 01
0.0
PERCENT RATED THRUST (D-9 MODEL)
)LEGEND
I TYPE ENGINE SYMBOL FUEL MODEL
I EXP X-37().4 7 1 JP4 D-16
EXP X.37().4 7 2 JP4 D-16
EXP X-37().47 3 JP6R D-16
EXP X.37().4 7 4 JP6R D-16
PROD P-676216 A JP4 D-11
PROD P-666705 B JF\4 D-9
PROD P-665706 C JP4 D-9
, PROD P-6657011 D JF\4 D-9
PROD P-674552 E JP4 D-9
PROD P-666709 F JP4 D-9
PROD P-674660 G JF\4 D-9
PROD P-666987 H JP4 D-9
PROD P-666988 J JF\4 D-9
Figure 40
Carbon Monoxide (CO) Versus Percent Rated Thrust (0-9 Model) Emission
Measurement Results, JT80 Engine
PAGE NO. 44
-------
PRATT & WHITNEY AIRCRAFT
o '20E01
o
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W
:)
U.
IX)
...
-
en
IX)
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o
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; r~~EI
11 u U ~1 APPROACH
u w9
i
w
v
i_:! 0, ~
0.800E-02
I
-L
0.260E-Ol
I
TAKEOFF
CLIMB"
O.[)
PRIMARY FUEL AIR RATIO
PWA-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODE L
EXP X-495-14 9 JP4 D-7
EXP X-495-14 0 JP4 D-7
EXP X-495-14 . JPSR D-7
EXP X-495-14 & JP5R D-7
PROD P-663071 U JP4 D-3A
PROD P-685602 V JP4 D-7
PROD P-685605 W JP4 D.7
PROD P-685614 X JP4 D.7
Figure 41
Carbon Monoxide (CO) Versus Primary Fuel Air Ratio Emission Measurement
Results, JT9D Engine
O. 120E 00
o
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IX)
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~
...
I
o
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I 0
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. 6
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I ~
~
; ;1 ~
i I 0 9
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) 100E 01
,11---,
0_IS0EO~
APPROACH
TAKEOFF
CLlMB~
w
J.[)
ENGINE PRESSURE RATIO
LEGEND
TYPE ENGINE SYMBOL FUEL MODE L
EXP X-495-14 9 JP4 D-7
EXP X-495-14 0 JP4 D-7
EXP X-495-14 . JPSR D-7
EXP X-495-14 & JP5R D-7
PROD P-663071 U JP4 D-3A
PROD P-6B5602 V JP4 D-7
PROD P-685605 W JP4 D-7
PROD P-685614 X JP4 D-7
Figure 42
Carbon Monoxide (CO) Versus Engine Pressure Ratio Emission Measurement
Results, JT9D Engine
PAGE NO. 45
-------
PRATT & WHITNEY AIRCRAFT
PW A-4339
0.120E
LEGEND
...I
W
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u.
en
...I
-
en
en
...I
I
o
(J
J u I
i ~!
I 1i i
W-
i ~
~
TYPE ENGINE SYMBOL FUEL MODEL
EXP X-49S-14' 9 JP4 D.7
EXP X-49S-14 0 JP4 D.7
EXP X-49S.14 . JPSR D.7
EXP X-495.14 & JPSR D.7
PROD P-663071 U JP4 D-3A
PROD P-685602 V JP4 D.7
PROD P-68560S W JP4 D.7
PROD P-685614 X JP4 D.7
APPROACH
CLIMB
~
lG-2
96
~AKEOFF
0.500E 05
).0
o
0.0
ENGINE THRUST - LBS
Figure 43
Carbon Monoxide (CO) Versus Engine Thrust Emission Measurement Results,
JT9D Engine
O. 120E 0
LEGEND
...I IDLE
w
::J
u.
'en
...I u TAKEOFF
en b
en APPROACH
...I WJ U
0 .. 9
vx
(J w
v v~ CLIMB
~
9 ..
0
'0'
0.0
0.1I50E all O.BOOE 04
N2 ROTOR SPEED - RPM
TYPE ENGINE SYMBOL FUEL MODE l
EXP X-49S.14 9 JP4 D.7
'EXP X-49S-14 0 JP4 D-7
EXP X-49S.14 . JPSR D.7
EXP X-495.14 & JPSR D.7
PROD P-663071 U JP4 D-3A
PROD P-685602 V JP4 D.7
PROD P-68560S W JP4 D.7
PROD P-685614 X JP4 D.7
Figure 44
Carbon Monoxide (CO) Versus N2 Rotor Speed Emission Measurement Results,
JT9D Engine
PAGE NO. 46
-------
PRATT &. WHITNEY AIRCRAFT
PW A-4339
0.120E
LEGEND
...I
W
:;)
LL.
m
...I
-
en
m
...I
I
o
(J
IDLE
TYPE ENGINE SYMBOL FUEL MODEL
EXP X495-14 9 JP4 D.7
EXP X495-14 0 JP4 D.7
EXP X495.14 . JP5R D.7
EXP X495.14 & JP5R D-7
PROD P-663071 U JP4 D.JA
PROD P-685602 V JP4 D-7
PROD P-685605 W JP4 D-7
PROD P-685614 X JP4 D-7
I u 0
-j 5
I ~
I w
~
APPROACH
i
!
i
U
II
! I
---1, TAKEOFF.
o. lODE 01
PERCENT RATED THRUST (D-7 MODEL)
Carbon Monoxide (CO) Versus Percent Rated Thrust Emission Measurement
Results, JT9D Engine
9
a 9
6
~
CLIMB
0.0
'.'T -
0.0
Figure 45
c.
Total Hydrocarbons (THC)
The maximum concentration of THC also occurs at the lowest engine power setting. Curves
of the relationship of THC to rotor speed, thrust, engine pressure ratio, fuel air ratio and per-
cent rated thrust are shown in Figures 46 through 60 for the JT3D, JT8D, and JT9D engines.
The statistical analysis has also indicated the mean value and the I sigma (a) variation of the
THC data taken for each engine model at power settings of idle, approach, maximum con-
tinuous (climb), and takeoff. These results are summarized below:
JT9D
THC RESULTS
Fuel THC
Thrust Flow Ibs/ I 'Sigma
Mode Ibs Ibs/hr . 1000 Ibs Fuel Variation
,
Idle 900 1,070 91.00 3.4
Approach 5,228 3,573 3.44 3.4
Climb 16,400 8,120 NIL
Takeoff 18,000 9,420 NIL
Idle 800 920 5.40 0.39
Approach 3,555 2,700 .30 0.39
Climb 12,600 7,020 .17 0.39
Takeoff 14,500 8,400 .16 0.39
Idle 3,550 1,976 14.81 1.85
Approach 15,009 7,515 .54 1.85
Climb 39,650 14,109 .02 1.85
Takeoff 45,500 16,641 NIL
Engine
JT3D
JT8D
PAGE NO. 47
-------
PRATT & WHITNEY AIRCRAFT
o Figure 46
Figure 47
o PWA-4339
O. 120E: o~
I
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X311>44 6 JP4 [)'7
EXP X311>44 6 JP4 [)'7
EXP X311>44 7 JP6R [)'7
EXP X.316-44 8 JP6R [)'7
PROD P-668816 K JP4 1;)-38
PROD P-66881 6 L JP4 0:38
PROD P-669797 M JP4 D-38
PROD P-668817 N JP4 [)'38
PROD P-668822 P JP4 [)'3B
PROD P-668821 Q JP4 D-3B
PROD P-66882O R JP4 [)'38
PROD P-669798 S JP4 [)'3B
PROD P-869799 T JP4 [)'3B
...I
W
:;)
II.
CD
...I
-.
en
CD
...I
I
c.J
:J:
I-
I
~ L
10 ! R
HN
J ! 7~ N
I ,
I ,
I ;
~ : APPROAJ~
I i~
J f---IDLE
l. 7
R
K
TAKEOFF
B
6~
P K
%
0.0
0.700E:-02
O.IBOE:-OI
PRIMARY FUEL AIR RATIO
Total Hydrocarbons (THC) Versus Primary Fuel Air Ratio Emission Measurement
Results, JT3D Engine
0.120E: oOl
LEGEND
...I
W
:;)
II.
CD
...I
-.
en
CD
...I
I
c.J
:J:
I-
TYPE ENGINE SYM80L FUEL MODEL
i EXP X31544 6 JP4 [)'7
I~ EXP X31!>44 6 JP4 [)'7
EXP X31!>44 7 JP6R [)'7
EXP X.31!>44 8 JP6R [)'7
o~ PROD P-668816 K JP4 [)'3B
jf PROD P-66881 6 L JP4 [)'3B
PROD P-669797 M JP4 D-3B
o PROD P-668817 N JP4 [)'3B
PROD P-668822 P JP4 [)'3B
PROD P-668821 Q JP4 [)'3B
PROD P-66882O R JP4 [)'3B
K PROD P-669798 S JP4 [)'3B
PROD P-669799 T JP4 [)'3B
,
Ii
APPROACH
7
R
IK f--CLlMB-j..
I'
~ I~ - f--TAKEOF
'I~
IDLE
JIoj,g --
-oor I - - ..... ."
0.0
t
0.100E: 01
0.200E 01
F
ENGINE PRESSURE RATIO
Total Hydrocarbons (THC) Versus Engine Pressure Ratio Emission Measurement
Results, JT3D Engine
PAGE NO. 48
-------
PRATT & WHITNEY AIRCRAFT
Figure 48
Figure 49 '
0.120E 0,
H"
,~
..J I N
W ~
:;) : IDLE
I&.
a:I
..J
-
~
..J
I
Co) ~
:J:
I-
0.0
0.0
PWA-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X311>44 5 JII4 [)'7
EXP X31&44 6 JII4 [)'7
EXP X311>44 7 JP6R [)'7
EXP X.311>44 8 JP6R [)'7
PROD P-668816 K JII4 [)'3B
PROD P-668815 L JII4 [)'3B
PROD P-669797 M JII4 [).38
PROD P-668817 N JII4 [)'3B
PROD P-668822 P JII4 [)'3B
PROD P-668821 a JII4 [)'3B
PROD P-668820 R JII4 [)'3B
PROD P-669798 S JII4 [)'38
PROD P-669799 T JII4 [)'3B
TAKEOFF
CLIMB
APPROACH
1I!j!N 5100 ~ I
o. 220E ~s
ENGINE THRUST - LBS.
Total Hycrocarbons (THC) Versus Engine Thrust Emission Measurement Results,
JT3D Engine
0.120E 00.,
j 8
L
~
N
..J 5
w 7
:;)
I&.
a:I IDLE
..J
- K
~
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I
Co)
:J:
I-
~
0.0
1
O.SOOE Ot!
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X311>44 5 JII4 [)'7
EXP X31&44 6 JII4 [)'7
EXP X311>44 7 JP5R [)'7
EXP X-311>44 8 JP5R [)'7
PROD P-668816 K JII4 [)'3B
PROD P-668815 L JII4 [)'3B
PROD P-669797 M JII4 [).3B
PROD P-668817 N JII4 [)'3B
PROD P-668822 P JII4 [)'3B
PROD P-668821 a JII4 [)'3B
PROD P-668820 R JII4 [)'3B
PROD P-669798 S JII4 [)'3B
PROD P-669799 T JII4 [)'3B
7
I I
APPROACH
I I I
TAKEOFF
K
~ 7
K %
O.IOSE 05
N2 ROTOR SPEED - RPM
Total Hycrocarbons (THC) Versus N2 Rotor Speed Emission Measurement Re-
sults, JT3D Engine
PAGE NO. 49
-------
PRATT & WHITNEV AIRCRAFT
Figure SO
Figure 51
PWA-4339
0.120E 0l
' B
~
1 I
i~
~
~
j
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X315-44 5 JP4 D-1
EXP X31&44 6 JP4 D-1
EXP X315-44 1 JP5R D-1
EXP X.315-44 8 JP5R D-1
PROD P-668816 K JP4 D-38
PROD P-66881 5 L JP4 D-38
PROD P-669191 M JP4 D-38
PROD P-668811 N JP4 D-38
PROD P-668822 P JP4 D-38
PROD P-668821 a JP4 D-3B
PROD P-668820 R JP4 D-3B
PROD P-669198 S JP4 D-3B
PROD P-669199 T JP4 D-3B
....I
W
::::I
u.
m
....I
-
U)
m
....I
I
u
:z:
I-
IDLE
! ~TAKEOFF
~
0.0
0.0
O. 120E 01
PERCENT RATED THRU~T - (-38 MODEL)
Total Hydrocarbons (THC) Versus Percent Rated Thrust (-3B Model) Emission
Measurement Results, JT3D Engine
0.700E-02l
: 0
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X.3~1 1 JP4 D-15
EXP X.370.41 2 JP4 D-15
EXP X.31o.4 7 3 JP5R D-15
EXP X.31o.4 7 4 JP5R D-15
PROD P-676215 A JP4 D-11
PROD P-665705 B JP4 D-9
PROD P-665706 C JP4 D-9
PROD P-665708 D JP4 D-9
PROD P-674552 E JP4 D-9
PROD P-665709 F JP4 D-9
PROD P-674550 G JP4 D-9
PROD P-666987 H JP4 D-9
PROD P-666988 J JP4 D-9
G
1
....I
W
::::I
u.
m
....I
-
~
....I
I
u
:z:
I-
B
'R
2
F
3
IDLE
3
),0
I '
APPROACH ~; ! .
I '
~ ~ R CLIMB;
I 1 ~ I : ---~ TAKEOFF
~ C 2 B I ,; I
~~~,L,
0.600E-02 0.160E-01
PRIMARY FUEL AIR RATIO
Total Hydrocarbons (THC) Versus Primary Fuel Air Ratio Emission Measure-
ment Results, JT8D Engine
PAGE NO. 50
-------
PRATT & WHITNEY AIRCRAFT
Figure 52
Figure 53
0.700E-02 E
o
....I
W
::)
u.
In
....I
-
~
....I
I
CJ
X
,I-
II
G
11
B
'R
II
2
~
~'DLE
j if~
lliJjEi I APPROACH
t , 11
-,--
0.100E01
PW A-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X.37()'47 1 JP4 D-15
EXP X.3 7().4 7 2 JP4 D-15
EXP X-3 70-4 7 3 JP5R D-15
EXP X.370-47 4 JP5R D-15
PROD P-676215 A JP4 D-11
PROD P-665705 B JP4 D-9
PROD P-665706 C JP4 D-9
PROD P-66 5708 D JP4 D-9
PROD P-674552 E JP4 D-9
PROD P-665709 F JP4 D-9
PROD P-674550 G JP4 D-9
PROD P-666987 H JP4 D-9
PROD P-6669BB J JP4 D-9
ENGINE PRESSURE RATIO
0.700E-02
E
o
Q.O
Total Hydrocarbons (THC) Versus Engine Pressure Ratio Emission Measurement
Results, JT8D Engine
....I
W
:)
u.
In
....I
-
en
In
....I
I
CJ
J:
I-
II
G
~I-IDLE
f1i
II
2
fl
3
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X.37().4 7 1 JP4 D-15
EXP X.37().4 7 2 JP4 D-15
EXP X-370-47 3 JP5R D-15
EXP X.370-47 4 JP5R D-15
PROD P-676215 A JP4 D-11
PROD P-665705 B JP4 D-9
PROD P-665706 C JP4 D-9
PROD P-665708 D JP4 D-9
PROD P-674552 E JP4 D-9
PROD P-665709 F JP4 D-9
PROD P-674550 G JP4 D-9 I
PROD P-666987 H JP4 D-9
PROD P-6669BB J JP4 D-9
TAKEOFF
CLIMB
0.0
ENGINE THRUST - LBS
0.160E 05
PAGE NO. 51
Total Hydrocarbons (THe) Versus Engine Thrust Emission Measurement Results,
JT8D Engine
APPROACH
3
~1
~
iff
~ f B
).0
-------
1__-
PRATT &. WHITNEY AIRCRAFT
0.700E-02l E
1 0
G
I
..J B
W C R
~ t-1JDLE
-LL I
In I ff
..J ru
..... I 3 I
en 1 CLIMB
In I
..J 3
I
I I
u I APPROACH
::J: : I TAKEOFF
to- 11 EI
HJ ~
I
~- i r
C 1
R
II "3f ~ ."'m,~
).0 C
O.GOOE Oil 0.120'E 05
N2 ROTOR SPEED - RPM
Figure 54
PWA-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X-31().4 7 1 JP4 D-16
EXP X-370.4 7 2 JII4 D-16
EXP X-3»4 7 3 JP6R D-16
EXP X.3»4 7 4 JP6R D-16
PROD P-676215 A JII4 D-11
PROD P-666706 B JII4 D-9
PROD P-666706 C JII4 D-9
PROD P-66 6706 D JII4 D-9
PROD P-674662 E JII4 D-9
PROD P-666709 F JII4 D-9
PROD P-674660 G JII4 D-9
PROD P-666987 H JII4 D-9
PROD P-666988 J JII4 D-9
Total Hydrocarbons (THC) Versus N2 Rotor Speed Emission Measurement
Results, JT8D Engine
O. 700E '02l ~
1 II
J ~
I ~
~~IDLE
~ ~J
! !:~
I 1
I E.;>
1 C ~
II
C
..J
W
~
LL
In
..J
.....
en
In
..J
I
u
::J:
to-
APPROACH
II
II-- -TAKEOFF
CLIMB I
~, 3
---,
0.120E 01
0.0
0.0
PERCENT RATED THRUST (D-9 MODEL)
Figure 55
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X-3704 7 1 JP4 D-16
EXP X-3704 7 2 JP4 D-16
EXP X.3»47 3 JP6R D-16
EXP X.370-47 4 JP6R D-16
PROD P-676215 A JP4 D-11
PROD P-666705 B JP4 D-9
PROD P-665706 C JII4 D-9
PROD P-66 6706 D JP4 D-9
PROD P-674552 E JP4 D-9
PROD P-665709 F JP4 D-9
PROD P-674550 G JP4 D-9
PROD P-666987 H JP4 D-9
PROD P-666988 J JP4 D-9
Total Hydrocarbons (THC) Versus Percent Rated Thrust (D-9 Model) Emission
Measurement Results, JT8D Engine
PAGE NO. 52
-------
PRATT & WHITNEY AIRCRAFT
Figure 56
Figure 57
0.300<-0'1
j
U
U
~I I
IDLE
...I
W
:;:)
U.
co
...I
-
U)
co
...I
I
()
:I:
I-
. I I
APPR<5A9H
U ~
a I 0
I ~ 1 0
4 ~ I 0
U'
0.800E-02
CLIMB
N 9J
0.0
PRIMARY FUEL AIR RATIO
TAKEOFF.
0.260E-Ol
PWA-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODE L
EXP X49S-14 9 JP4 0.7
EXP X-49S-14 0 JP4 0.7
EXP X-49S.14 . JPSR 0.7
EXP X-495.14 & JPSR 0.7
.PROO P-663071 U JP4 O.JA
PROD P-685602 V JP4 0.7
PROD P-685605 W JP4 0.7
PROD P-685614 X JP4 0.7
Total Hydrocarbons (THC)Versus Primary Fuel Air Ratio Emission Measure-
ment Results, IT9D Engine
I
I
I
TAKEOFF~ ~
0.300E-Ol1
I
I
-' U
...I
W
:;:)
U.
co
...I
-
U)
co
...I
I
()
:I:
I-
II
fl
Ui-IDLE
~-
~
CLIMB
APPROACH
W ~I (I' ~Qt'¥ 1I14f\~IW'(j v~
0.0
ENGII\!E PRESSURE RATIO
.--,
0.IS0E~:
LEGEND
TYPE ENGINE SYMBOL FUEL MODE L
EXP X-49S-14 9 JP4 0.7
EXP X-49S-14 0 JP4 0.7
EXP X-49S.14 . JPSR 0.7
EXP X-495.14 & JPSR 0.7
PROD P-663071 U JP4 O.JA
PROD P-685602 V JP4 0.7
PROD P-68560S W JP4 0.7
PROD P-685614 X JP4 0.7
Total Hydrocarbons (THC) Versus Engine Pressure Ratio, Emission Measurement
Results, IT9D Engine
PAGE NO. 53
-------
PRATT'" WHITNEY AIRCRAFT
PWA-4339
0.300E-01
LEGEND
5 I
I
I
,
-I ,
W U
:)
~ IDLE
1:0
-I ~U
-
~
-I 0
I :,
(J
:J: APPROACH CLIMB
I- XI
~
'ti
9*
9
0.0 0' 9 W
0.0
ENGINE THRUST - LBS
TYPE ENGINE SYMBOL FUEL MODE L
EXP X-495-14 9 JP4 D.7
EXP X-495-14 ° JP4 D.7
EXP X-49S-14 . JPSR D.7
EXP X-495.14 & JPSR D-7
PROD P-663071 U JP4 D-3A
PROD P-685602 V JP4 D-7
PROD P-685605 W JP4 D-7
PROD P-685614 X JP4 D.7
II
, !--TAKE:OFF
I
--,
O.SOOE OS
Figure 58
Total Hydrocarbons (THC) Versus Engine Thrust Emission Measurement Results,
JT9D Engine
0.""."1
J
LEGEND
u
TYPE ENGINE SYMBOL FUEL MODE L
EXP X-495-14 9 JP4 D.7
EXP X-495-14 0 JP4 D-7
EXP X-49S-14 . JPSR D-7
EXP X-495.14 & JPSR D.7
PROD P-663071 U JP4 D-3A
PROD P-685602 V JP4 D.7
PROD P-68560S W JP4 D-7
PROD P-685614 X JP4 D.7
-I I ,I I I,
w 1 u APPROACH I I
,:) I
~ I
en I--lDlE
1:0 .91 u i
-I l
- I
en
1:0 i wol 9
-I I
I
(J 1 y I TAKEOFF
:J: I X i
I- I yW 0.
! 0
I yw I
1 I, 'I 1
0.0 -i- .1-1--,-- --"~-~ 9 --,
0.4S0E 04 O.BOOE 04
N2 ROTOR SPEED - RPM
Figure 59
Total Hydrocarbons (THC) Versus N2 Rotor Speed Emission Measurement
Results, JT9D Engine
PAGE NO. 54
-------
PRATT & WHITNEY AIRCRAFT
PWA-4339
0.300E-Ol
LEGEND
,u
i
1
I
..I (
W U
::>
u. -IDLE
en
..I ~U
-
~
..I 0
U ~
::t 'oJ'
~ Ix
I I~
i 9 ~
I
0.0
0.0
APPROACH
~~tL
TAKEo'l~
I
I
"J ~.."" -,,,,.I~
O.IOCE 01
TVI>E ENGINE SYMBOL FUEL MODEL
EXP X-495-14 9 JP4 0-7
EXP X-495-14 0 JP4 0-7
EXP X-495-14 . JP5R 0-7
EXP X-495-14 & JP5R 0-7
. PROD P-663071 U JP4 D-3A
PROD P-6B5602 V JP4 0-7
PROD P-685605 W JP4 0-7
PROD P-6B5614 X JP4 0-7
PERCENT RATED THRUST (D.7 MODEL)
Figure 60
Total Hydrocarbons (THC) Versus Percent Rated Thrust Emission Measurement
Results, JT9D Engine
d.
Smoke
The maximum concentration of smoke occurs at the higher engine power settings. CUlVes of
the relationship of smoke to rotor speed, thrust, engine pressure ratio, fuel air ratio, and per-
cent rated thrust are shown in Figures 61 through 75 for the JT3D, JT8D, and JT9D engines.
The statistical analysis has also indicated the mean value and the 1 sigma (0) variations of the
smoke data taken for each engine at power settings of idle, approach, maximum continuous
(climb), and takeoff. These results are summarized below:
SMOKE RESULTS Smoke
Smoke 1 Sigma
Engine Mode Thrust VBSI Variation
JT3D Idle 900 21.2 8.6
Approach 5,228 26.4 8.6
Climb 16,400 41.3 8.6
Takeoff 18,000 44.0 8.6
JT8D Idle 800 3.3 3.9
Approach 3,555 9.2 3.9
Climb 12,600 25.6 3.9
Takeoff 14,500 30.4 3.9
JT9D Idle 3,550 .88 .9
Approach 15,009 2.00 .9
Climb 36,650 4.60 .9
Takeoff 45,500 5.60 .9
PAGE NO. 55
-------
PRATT & WHITNEY AIRCRAFT
O.600E "]
7
7 J J
j 7 7
L 5 rt!- 7
61 6
~ T ~ I ~ iii
~ I TS N 6 5
APPROACH P! p p " ~
> j ~ ~
I
w
~
0 ('DlEl
:iE
en TAKEOFF
CLIMB
\),.0
O.lOOE 01
0.200E 01
PRIMARY FUEL AIR RATIO
PW A-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X31&44 5 JP4 [)'7
EXP X31!>44 6 JP4 [)'7
EXP X31!>44 7 JP5R [)'7
EXP X-315-44 8 JP5R [)'7
PROD P-668816 K JP4 [)'38
PROD P-66881 5 L JP4 [)'38
PROD P-669797 M JP4 0.38
PROD P-668817 N JP4 [)'38
PROD P-668822 P JP4 [)'38
PROD P-668821 Q JP4 D-38
PROD P-668820 R JP4 [)'38
PROD P-669798 S JP4 [)'38
PROD P-669799 T JP4 [)'38
Figure 61
Smoke Versus Primary Fuel Air Ratio Emission Measurement Results, JT3D
Engine
o. "" "1 6 5
..j
5 I
6 6
5 l
I T L 5 ~ Ilk- !ill 6
~ ~R ~ ~ N 5 5
IDLE ~ Q P P ' 5i
> .1:1
I
w
~
0 TAKEOFF
:iE 1" n
en
CLIMB
.j~ I
L- I
,
(J.w
,--,
O.IOOE 01 0.200E 01
ENGINE PRESSURE RATIO
Figure 62
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X31 5-44 5 JP4 [)'7
EXP X31!>44 6 JP4 [)'7
EXP X315-44 7 JP5R [)'7
EXP X.315-44 B JP5R [)'7
PROD P-668816 K JP4 [)'3B
PROD P-668815 L JP4 [)'38
PROD P-669797 M JP4 o.3B
PROD P-668817 N JP4 [)'3B
PROD P-668822 P JP4 [)'3B
PROD P-668821 Q JP4 [)'3B
PROD P-668820 R JP4 [)'3B
PROD P-669798 S JP4 [)'3B
PROD P-669799 T JP4 [)'3B
Smoke Versus Engine Pressure Ratio Emission MeasurementlResults, JT3D
Engine
PAGE NO. S6
-------
PRATT & WHITNEY AIRCRAFT
Figure 64
0.500E: 02
en
m
>
I
w
~
o
~
I l
IDLE ~ '[
r" ALACH
M
~
It
0.0
0.0
Figure 63
7
7
PW A-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X31 &44 5 JP4 D-7
EXP X31&44 6 JP4 D-7
EXP X31&44 7 JPSR D-7
EXP X.31 &44 B JPSR D-7
PROD P.oo8816 K JP4 D-3B
PROD P.oo881 5 L JP4 D-38
PROD P-669797 M JP4 D-3B
PROD P-66B81 7 N JP4 D-3B
PROD P-66B822 P JP4 D-3B
PROD P-66B821 a JP4 D-38
PROD P-66B820 R JP4 D-38
PROD P-669798 S JP4 D-3B
PROD P-669799 T JP4 D-3B
Smoke Versus Engine Thrust Emission Measurement Results, JT3D Engine
,. "" "1
en
m
>
I
w
~
o
~
en
I
, L':Le
M I
It
0.500E: 0'1
a
ffi
0.0
7
\7 \
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X31&44 5 JP4 D-7
EXP X31&44 6 JP4 D-7
EXP X31&44 7 JPSR D-7
EXP X.31&-44 8 JPSR D-7
PROD P-66B816 K JP4 D-38
PROD P-66B815 L JP4 D-3B
PROD P-669797 M JP4 D-3B
PROD P.ooB817 N JP4 D-38
PROD P-66B822 P JP4 D-38
PROD P-668821 a JP4 D-3B
PROD P-66B820 R JP4 D-38
PROD P-669798 S JP4 D-38
PROD P-669799 T JP4 D-3B
Smoke Versus N2 Rotor Speed Emission Measurement Results, Jif3D Engine
K 5
BN
M Q ~ Q
HW If'
5
~ Q ~
L
If' 5
L6
8 N 5
p ~ ~ 5 ~6
TAKEOFF
CLIMB
0.220E: OS
ENGINE THRUST - LBS
7
7
7
7
7 I II 7l
r~' ~ ~
6 ~ ~ ~£ ~
'If' Ii
~ a; l TAKEO~F
CLiM
I
APPROACH
a
$
~
O. lOSE: OS
N2 ROTOR SPEED - RPM
PAGE NO. 57
-------
PRATT'" WHITNEY AIRCRAFT
0.600E 02
7
7
7
I 5 6 7 7
K ~ Q ~ 7
~ 6
Ii Q ~ Q L
oCI) 6 ~ ~ ~ 5
IX! I Htf' iii' If' 5 5 ~6
>
I 85
W Ii CLIMB
::.=: N
0 77
:E 77 TAKEOFF
CI)
APPROACH
Ii
II!
-Y'
r$iS
..---IDLE
0.0
0.0 0.120E 01
PERCENT RATED THRUST (-38 MODEL)
PWA-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X31&44 5 JP4 D-7
EXP X315-44 6 JP4 D-7
EXP X31 5-44 7 JP5R D-7
EXP X-31 &44 B JP5R D-7
PROD P-668816 K JP4 D-3B
PROD P-668815 L JP4 D-3B
PROD P-669797 M JP4 D-3B
PROD P-6688 17 N JP4 D-3B
PROD P-668822 P JP4 D-3B
PROD P-668821 a JP4 D-3B
PROD P-668820 R JP4 D-3B
PROD P-669798 S JP4 D-3B
PROD P-669799 T JP4 D-3B
....
Figure 65
Smoke Versus Percent Rated Thrust Emission Measurement Results, JT3D
Engine
0.400E 021 2
2 2 2
G R
E
R
G R J
IE RF E F
CI) 8
3 R (f" 0
IX! I fIB B BH H
> 3 H 0
I I I H J
0 ! !
w -APPROACH 2
::.=: 0
0 '
:E I FG
CI) l 0 R
C C C
I 2
!1 E c
Jl
! TAKEOFF
I 2
~ B B
I ffi2 RS E CLIMB
0.0 ~ tmf,l~! I PJ,
0.800E-02 O.180E-O!
LEGEND
TYPE ENGINE SYMBOL FUEL MDDE L
EXP X-37()'47 1 JP4 D-15
EXP X-37().47 2 JP4 D-15
EXP X-370-47 3 JP5R D-15
EXP X-37().4 7 4 JP5R D-15
PROD P-676215 A JP4 D-11
PROD P-665705 B JP4 D-9
PROD P-665706 C JP4 D-9
PROD P-6657OB D JP4 D-9
PROD P-674552 E JP4 D-9
PROD P-665709 F JP4 D-9
PROD P-6 74 550 G JP4 D-9
PROD P-6669B7 H JP4 D-9
PROD P-6669BB J JP4 D-9
Figure 66
PRIMARY FUEL AIR RATIO
Smoke Versus Primary Fuel Air Ratio Emission Measurement Results, JT8D
Engine
PAGE NO. 58
-------
PRATT'" WHITNEY AIRCRAFT
Figure 6 7
Figure 68
O. 'IOOE 02
c;;
m
>
I
w
~
o
~
0.0
o "" "1
1
CI)
m
>
I
w
~
o
:!:
CI)
0.0
3
3
IDLE
3
APPROACH
11['"
~
3
B
E
1
2
3
B
B
g
1
2
O. JOOE OJ
1
2
e
3
3
3
3
! ~,
7l 12
o
t
Ii
Em
'I
2
()
8
E
F
I!I
o
1 2
o 2
Ii
E
R:;
'I
TAKEOFF
t
t
I
c
CLIMB
ENGINE PRESSURE RATIO
O.220E 01
PW A-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODE L
EXP X-370-47 1 JP4 0.16
EXP X-3 70-4 7 2 JP4 0.16
EXP X.370-47 3 JP6R 0.16
EXP X-370-47 4 JP6R 0.16
PROD P-676216 A JP4 0.11
PROD P-665706 B JP4 0.9
PROD P-665706 C JP4 0.9
PROD P-66 5708 D JP4 0.9
PROD P-674552 E JP4 0.9
PROD P-665709 F JP4 0.9
PROD P-674550 G JP4 0.9
PROD P-666987 H JP4 0.9
PROD P-666988 J JP4 0.9
Smoke Versus Engine Pressure Ratio Emission Measurement Results, JT8D
Engine
. 3
I
APPROACH 3
IDLE
I
I ~
I B3
. I ~
I B 3 ! 2
! ~rnE~ 11
-~ _U 2rJ
f
3
3 3
3
3
I Eli G i
Ii E 8 f
E IF B
Ii R:; I 1 0
Ellb B B 'I C
'I 0
'I 1 2
2 0 2
o 1
1
2
I---
TAKEOFF
1
2
t
C
CLIMB
0.0
O. lGOE 05
ENGINE THRUST - LBS
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X-370-47 1 JP4 0.15
EXP X-3 70-4 7 2 JP4 0.15
EXP X-3 70-4 7 3 JP5R 0.15
EXP X-370-47 4 JP5R 0.15
PROD P-676215 A JP4 0.11
PROD P-665705 B JP4 0.9
PROD P-665706 C JP4 0.9
PROD P-66 5708 D JP4 0.9
PROD P-674552 E JP4 0.9
PROD P-665709 F JP4 0.9
PROD P-674550 G JP4 0.9
PROD P-666987 H JP4 0.9
PROD P-666988 J JP4 0.9
Smoke Versus Engine Thrust Emission Measurement Results, JT8D Engine
PAGE NO. 59
-------
I~
PRATT & WHITNEY AIRCRAFT
0.4 ODE 02l
I
1!
~
>
I
w
~
o
:!:
en
3
3
I
I
w
~
o
:!:
en
0.0
0.0
Figure 70
3 3
,,' "~,or !
I' " ,:~'~ ~": g, -TAKEOFF
~ 01
I :' APPjAOACH
2
3
J
-i--I--IDLE
C
3
I
2
B
B
rn
(R: l
22
3
C
CLIMB
PERCENT RATED THRUST (D-g MODEL)
LEGEND
TYPE ENGINE SYMBOL FUEL MODEL
EXP X.370-47 1 JP4 D-16
EXP X-370-47 2 JP4 D-16
EXP X-370-47 3 JP6R D-16
EXP X.370-47 4 JP6R D-16
PROD P-676216 A JP4 D-11
PROD P-666706 B JP4 D-9
PROD P-665706 C JP4 D-9
PROD P-66 5708 D JP4 D-9
PROD P-674552 E JP4 D-9
PROD P-665709 F JP4 D-9
PROD P-674550 G JP4 D-9
PROD P-666987 H JP4 D-9
PROD P-666988 J JP4 D-9
0.120E 01
Smoke Versus Percent Rated Thrust (0-9 Model) Emission Measurement
Results, JT80 Engine
PAGE NO. 60
-------
PRATT'" WHITNEY AIRCRAFT
PW A-4339
J.600E 01
w
v
LEGEND
w w V
'II
TYPE ENGINE SYMBOL FUEL MODEL
EXP X495.14 9 JP4 D.7
EXP X495-14 0 JP4 D.7
EXP X495-14 . JPSR D-7
EXP X495.14 & JP5R D.7
PROD P-663071 U JP4 D.JA
PROD P-6B5602 V JP4 D.7
PROD P-6B5605 W JP4 D.7
PROD P-685614 X JP4 D-7
~
>
I
UJ
~
o
~
I I
APPROACH
I I
TAKEOFF
IDLE
v
w
u
u
CLIMB
,
I
., W
I
i
v u
O. 100E. Ol-ijj-'W
O.:OOE-OI
I
II , I
----,
0.260E-Ol
PRIMARY FUEL AIR RATIO
Figure 71
Smoke Versus Primary Fuel Air Ratio Emission Measurement Results, JT9D
Engine
0.600E 01
w v
LEGEND
1
i
I
l
o. '''' "ill.
O. IOOE 01
~
>
I
w
~
o
:IE
en
-APPROACH
vw wv v
TAL,J l--
I ' I
CLIMB, I
TYPE ENGINE SYMBOL FUEL MODEL
EXP X495-14 9 JP4 D.7
EXP X495-14 0 JP4 D.7
EXP X495-14 . JPSR D.7
EXP X495-14 & JP5R D.7
PROD P-663071 U JP4 D.JA
PROD P-6B5602 V JP4 D.7
PROD P-6B5605 W JP4 D.7
PROD P-685614 X JP4 D.7
IDLE
v
II
u
u
v
u u
W I
,U
J-r--
O. !lISE 01
ENGINE PRESSURE RATIO
Figure 72
Smoke Versus Engine Pressure Ratio Emission Measurement Results, JT9D
Engine
PAGE NO. 61
-------
PRATT & WHITNEY AIRCRAFT
~;
"6'" "'1 v ~ w v
- -IDLE 1\
en
CO ~ APPROACH TAKEOFF
> I
I I CLIMB
w I
::-::
0 ~
:iE v w u u
en I
v u u
wv
O. I DOE 0 I~
0.0
-,-tJ---.----.---,---
~
~. ,
ENGINE THRU~T - LBS
PWA-4339
LEGEND
TYPE ENGINE SYMBOL FUEL MODE L
EXP. X-495-14 9 JP4 D.7
EXP X-495-14 0 JP4 D-7
EXP X-495-14 . JP5R D-7
EXP X-495-14 & JP5R D.7
PROD P-663071 U JP4 D-3A
f-- PROD P-685602 V JP4 D.7
PROD P-685605 W JP4 D-7
PROD P-685614 X JP4 D.7
0.450E 05
Figure 73
Smoke Versus Engine Thrust Emission Measurement Results, JT9D Engine
). GOOE OIl
1
IDLE
I~LlM~L
I I 1411
APPROACH 1
I ,
TAKEOFF
en
CO
>
I
w
::-::
o
:iE
en
~
I
v
u u
w
v w
J.IOOE 01-1----
0.450E 04
~IN I
,U 14
N2 ROTOR SPEED - RPM
Figure 74
LEGEND
IV
TYPE ENGINE SYMBOL FUEL MODEL
EXP X-495-14 9 JP4 D.7
EXP X-495-14 0 JP4 D.7
EXP X-495-14 . JP5R D.7
EXP X-495.14 & JP5R D-7
PROD P-663071 U JP4 D-3A
PROD P-685602 V JP4 D-7
PROD P-685605 W JP4 D-7
PROD P-685614 X JP4 D-7
--,
O.BOOE 04
Smoke Versus N2 Rotor Speed Emission Measurement Results, JT9D Engine
PAGE NO. 62
-------
PRATT'" WHITNEY AIRCRAFT
PWA-4339
D.6DDE D!l
OIV
LEGEND
v
VOl 01 V
TYPE ENGINE SYMBOL FUEL MODEL
EXP X-495-14 9 JP4 D-7
EXP X-495-14 0 JP4 D-7
EXP X-495-14 . JP5R D-7
EXP X-495-14 & JP5R D-7
PROD P-663071 U JP4 D-3A
PROD P-6B5602 V JP4 D-7
PROD P-685605 W JP4 D-7
PROD P-6B5614 X JP4 D-7
r-1DLE
I
en I I
I
a) l
>
I ! I
W i
~ I
o i I !
! I
~ -j V
CI.I I
I
APPROACH
CllMB~~
TAKEOFF
01
u
u
., 01
0.'''' "lL-...
G.O
u u
--t:f-~ I
O. JDDE 01
PERCENT RATED THRUST (D-7 MODEL)
Figure 75
Smoke Versus Percent Rated Thrust Emission Measurement Results, JT9D
Engine
6.
Hypothetical Cycle Results
An evaluation of the amount of pollution produced by an aircraft engine during a hypothe-
tical operational cycle can be determined by using the mean emission values resulting from
the statistical analysis described in the preceding sections. The cycle selected is similar to
the hypothetical cycle used by the Cornell Aeronautical Laboratory, Inc., in the Technical
Report, "Analysis of Aircraft Exhaust Emission Measurements", CAL No. NA-5007-K-I,
dated October IS, 1971 for their analysis of EP A exhaust emission data. The principal modi-
fication of the cycle as used in this report is to include the results of the start and shutdown
analysis which are described in a subsequent section of this report.
The hypothetical cycle used for the evaluation is as follows:
(a) Engine Start: Time as required
(b) Idle and Taxi: 19.0 minutes
(c) Takeoff Run: 0.7 minutes
(d) Climb out: 2.2 minutes
(e) Approach: 4.0 minutes
(f) Land/Taxi in: 7.0 minutes
(g) Engine Shutdown: Time as required.
PAGE NO. 63
-------
PRATT &. WHITNEY AIRCRAFT PW A-4339
The results of using the hypothetical cycle are indicated in the tables below. The mass emis-
sion levels for the JT8D engine were computed using primary (core) engine fuel-air ratio in-
put and therefore do not reflect corrections for dilution of the gas sample by fan air during
the sampling process. Therefore, the results shown for the JT8D engine are considered to be
low. The problems of sampling mixed flow or common tailpipe turbofan engines such as the
JT8D are discussed in section IVD.
JT3D ENGINE
Emission Fuel Time In NOx Fuel
Power Rate Rate Mode Mass Mass lbs NOx/ Energy LB NOx/
.M2ill:. Lbs Thrust !!ill!L- lb/hr ~ lbs. lbs. IK lb Fuel #th-hr #th - hr
Start .006
Taxi-Idle 900 2.41 1070 19.00 .763 339 2.25 285 .0027
Takeoff 18000 128.58 9420 .7 1.50 110.0 13.63 210 .0072
Climbout 16400 96.63 8120 2.2 3.55 298 11.92 602 .0059
Approach 5228 16.94 3573 4.0 1.13 238 4.75 348 .0032
Taxi-Idle 900 2.41 1070 7.0 .2805 125 2.258 105 .0027
Shutdown .0014
Total for Cycles 7.23 1110 1550
LBS PoUutant/IK Lb Fuel/Cycle 6.50
LBS PoUutant/IK Lb Th-Hr/Cycle 4.66
JT3D ENGINE
Emission Fuel Time In CO Fuel
Power Rate Rate Mode Mass Mass IbCO/ Energy lb CO/
Mode lbs Thrust ThL!!!:..- lb/hr Min. .JJ2L .JJ2L lK Ib Fuel # th-hr #th-hr
Start .896
Taxi-Idle 900 111. 70 1070 19.0 35.40 339 104.2 285 .124
Takeoff 18000 0 9420 .7 0 110 0 210 0
Climbout 16400 11.45 8120 2.2 .42 298 1.41 602 .0007
Approach 5228 67.64 3573 4.0 4.51 238 19.0 348 .013
Taxi-Idle 900 111.70 1070 7.0 13.03 125 104.2 105 .1240
Shutdown .104
Total For Cycles 54.36 1110 1550
LBS PoUutant/IK Lb Fuel/Cycle 48.9
LBS PoUutant/IK Lb th-hr/Cycle 35.0
JT3D ENGINE
Emission Fuel Time In THC Fuel
Power Rate Rate Mode Mass Mass lb THC/ Energy lb THC/
~ lbs Thrust lb/hr lb/hr Min. lbs. lbs lK lb Fuel # th - hr # th-hr
Start .907
Taxi-Idle 900 95.39 1070 19.00 30.8 338 91 285 .107
Takeoff 18000 0 9420 .7 0 110 0 210 0
Climbout 16400 0 8120 2.2 0 298 0 602 0
Approach 5228 12.29 3573 4.0 .82 238 3.44 348 .0024
Taxi-Idle 900 95.39 1070 7.0 11.15 125 90.5 105 .1"06
Shutdown .667
Total For Cycles 44.34 1110 1550
LBS Pollutant/IK Lb Fuel/Cycle 39.97
LBS Pollutant/IK Lb th-hr/Cycle 28.6
PAGE NO. 64
-------
PRATT & WHITNEY AIRCRAFT PWA-4339
JT8D ENGINE
Emission Fuel Time In NOx Fuel
Power Rate Rate Mode Mass Mass lb NO / Energy lb NOx/
~ lbs Thrust lb/hr lb/hr Min. lbs lbs lK lb ~uel # th-hr # th-hi-
Start .0067
Taxi-Idle 800 1.58 920 19.0 .50 292 1.71 253.5 .0020
Take off 14500 156.58 8400 .7 1.82 98 18.6 169.0 .0108
Climbout 12600 109.86 7020 2.2 4.01 257.5 15.6 462.0 .0087
Approach 3555 14.58 2700 4.0 .97 180 5.39 237.5 .0041
Taxi-Idle 800 1.58 920 7.0 .18 107 1.68 93.2 .0019
Shutdown .0082
Total for Cycles 7.50 934.5 1215.2
LBS Poliutant/IK LB Fuel/Cycle 8.04
LBS Poliutant/IK LB th-hr/Cycle 6.19
JT8D ENGINE
Emission Fuel Time In CO Fuel
Power Rate Rate Mode Mass Mass Ib cot Energy lb cot
Mode lbs Thrust !M!L lb/hr Min. ~ ~ lK lb Fuel #th-hr #th-hr
Start .421
Taxi-Idle 800 22.71 920 19.0 7.18 292 24.55 253.5 .0284
Takeoff 14500 7.81 8400 .7 .09 98 .92 169 .0005
Climbout 12600 10.11 7020 2.2 .37 257.5 1.44 462 .0008
Approach 3555 12.56 2700 4.0 .84 180 4.66 237.5 .0035
Taxi-Idle 800 22.71 920 7.0 2.65 107 24.615 93.2 .0284
Shutdown .0635
Total for Cycles 11.21 934.5 1215.2
LBS Pollutant /IK Ib Fuel/Cycle 12.01
LBS Poliutant/IK Lb th-hr/Cycle 9.25
JT8D ENGINE
Emission Fuel Time In THC Fuel
Power Rate Rate Mode Mass Mass Ib THC/ Energy lb THC/
Mode lbs thrust lb/hr lb/hr Min. lbs lbs lK lb Fuel #th-hr #th-hr
Start .086
Taxi-Idle 800 5.01 920 19.0 1.58 292 5.40 253.5 .0064
Takeoff 14500 1.35 8400 .7 .0158 98 .16 169.0 .0001
CUmbout 12600 1.21 7020 2.2 .0431 257.5 .17 462 .0001
Approach 3555 .82 2700 4.0 .0548 180 .30 237.5 .0002
Taxi-Idle 800 5.01 920 7.0 .587 107 5.48 93.2 .0630
Shutdown .116
Total For Cycles 2.48 934.5 1215.2
LBS Poliutant/IK Lb Fuel/Cycle 2.66
LBS Poliutant/IK Lb th-hr/Cycle 2.04
PAGE NO. 65
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PRATT & WHITNEY AIRCRAFT PWA-4339
JT9D ENGINE
Emission Fuel Time In NOx Fuel
Power Rate Rate Mode Mass Mass lb NO / Energy lb NOx/
Mode lbs thrust lb/hr lb/hr Min. lbs. lbs. lK lb tuel #th-hr #th-hr
'-
Start .026
Taxi-Idle 3550 6.74 1976 19.0 2.13 625.0 3.41 1124 .0019
Takeoff 45500 612.4 16641 .7 7.14 196 36.8 531 .0134
Climbout 39650 423.3 14109 2.2 15.52 518 30.0 1450 .0107
Approach 15009 85.82 7515 4.0 5.72 501.0 11.42 1001 .0057
Taxi-Idle 3550 6.74 1976 7.0 .79 231 3.41 414 .0019
Shutdown .004
Total for Cycles 31.33 2070 4520
LBS PoUutant/IK Lb Fuel/Cycle 15.13
LBS Pollutant/IK Lb th-hr/Cycle 6.93
JT9D ENGINE
Emission Fuel Time In CO Fuel
Power Rate Rate Mode Mass Mass lb CO/ Energy lb CO/
Mode lbs Thrust lb/hr lb/hr Min. lbs. lbs. lK lb Fuel #th-hr # th-hr
Start .903
Taxi-Idle 3550 107 1976 19.00 33.88 625 54.13 1124 .0301
Takeoff 45500 0 16641 .7 0 195 0 531 0
Climbout 39650 10.58 14109 2.2 .39 518 .75 1450 .0003
Approach 15009 40.05 7515 4.0 2.67 501 5.33 1001 .0027
Taxi-Idle 3550 107 1976 7.0 12.48 231 54.13 414 .0301
Shutdown .077
Total For Cycles 50.40 2070 4520
LBS Pollutant/IK Lb Fuel/Cycle 24.35
LBS Pollutant/IK Lb th-hr/Cycle 11.15
JT9D ENGINE
Emission Fuel Time In THC Fuel
Power Rate Rate Mode Mass Mass lb THC/ Energy lb THC/
Mode lbs Thrust lb/hr lb/hr Min. lbs. ~ lK lb Fuel #th-hr # th-hr
Start .463
Taxi-Idle 3550 29.26 1976 19.00 9.27 625 14.81 1124 .0082
Takeoff 45500 0 16641 .7 0 195 0 531 0
Climbout 39650 .28 14109 2.2 .0103 518 .02 1450 0
Approach 15009 4.06 7515 4.0 .271 501 .54 1001 .0003
Taxi-Idle 3550 29.26 1976 7.0 3.41 231 14.81 414 .0082
Shutdown 1.201
Total For Cycles 14.62 2070 4520
LBS Pollutant/lK lb Fuel/Cycle 7.06
LBS Pollutant/IK lb th-hr/Cycle 3.23
PAGE NO. 66
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PRATT'" WHITNEY AIRCRAFT
7.
PWA-4339
Assessing Humidity, Temperature and Fuel Effects
The observed humidity and inlet temperature were treated as independent variables in the
regression analysis. Plots of the results of a typical humidity analysis are shown in Figures
76 and 77. The range of both the humidity and temperature in the data set obtained from
this program is small as compared with that expected during normal year round airline or
engine testing operation. The data set for this assessment was obtained as a fall out from
the overall test program and not from a program designed to specifically determine the
effects of these two variables. Thus, the data is affected by the previously described res-
traints. It was possible, however, to obtain an indication of trends which may be represen-
tative of the effect of these variables on emission level. These trends are indicated in the
table below:
Engine
JT3D
JT8D
JT9D
ESTIMATED TEMPERATURE & HUMIDITY EFFECT
Emission Change
Range Investigated Ibs/ 1000 Ibs Fuel
Emission Temp (OF) Spec Humidity Per 1 0° il T Per .010 ilH
NOx 68-87 .007 - .017 N.D. -1.940
CO 68-87 .007 - .017 N.D. N.D.
THC 68-87 .007 - .017 N.D. N.D.
NOx 70-97 .008 - .016 N.D. N.D.
CO 70-97 .008-.016 N.D. 0.970
THC 70-97 .008 - .016 N.D. N.D.
NOx 70-91 .007 - .016 2.63 -2.13
CO 70-91 .007 - .016 N.D. 4.46
THC 70-91 .007 - .016 N.D. 3.84
N.D. - Trend of emission change could not be determined from the available data set.
The rate of change of emission level with changes in humidity and temperature shown above
can only be considered as gross estimates. To more fully understand the importance of hu-
midity and temperature on emission level, it is strongly recommended that programs be spe-
cifically established to investigate these two variables in detail. Reliable emission correction
factors for these two variables are a requisite if realistic emission regulations are to be estab-
lished.
The trend of the effect of fuel type on emission level was not clearly established in this pro-
gram. It was found that two tests per engine model using JPS fuel was insufficient to deter-
mine a reliable trend of effect on emissions. In spite of the low number of tests using JPS
fuel, a small affect of fuel type did show up in the regression analysis (Section IV A4). For
this analyses, the heat of combustion of the fuel, which is rather easily determined, was used
to represent fuel difference.
It should be noted that JP4 fuel, which was used for most of the testing in this program, is
representative of the fuel used for international airline operation. Jet A fuel, which is close
in composition to JPS fuel, is used for domestic airline operation. In order to more clearly
understand the effect of fuel type difference on emission level, it is recommended that a
more comprehensive test program be conducted.
PAGE NO. 67
-------
PRATT & WHITNEV AIRCRAFT
Figure 76
Figure 77
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PWA-4339
Carbon Monoxide (CO) Versus Specific Humidity Emission Measurement
Results, JT8D Engine
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SPECIFIC HUMIDITY - LBS H20/LB AIR
3
600
. .
. t t t
0.600E 01,1'
0.120E 05
N2 ROTOR SPEED - RPM
Carbon Monoxide (CO) Versus N2 Rotor Speed Emission Measurement
Results, JT8D Engine
PAGE NO. 68
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PRATT & WHITNEY AIRCRAFT
PWA-4339
8.
Engine and Run Variation Analysis
Knowledge of the engine to engine variation and run to run variation for a program of this
type is useful in the overall analysis of the collected data. These variations are most meaning-
ful if the factors affecting the differences (variations) are minimized. As normally defmed,
.
the between engine difference is the error associated with running various
engines under approximately similar environmental and testing conditions.
.
The within engine difference is the error associated with the same engine running
under approximately similar environmental conditions.
The available data set was investigated to determine these differences as experienced in
this testing program. It was found during inspection of the data set that, because of the
number of uncontrolled and unexplained variables, a sophisticated assessment of the engine
to engine and run to run differences was not warranted. These uncontrolled and unexplained
variables include:
.
.
.
II
Humidity variation,
Inlet temperature variations,
Fuel variations,
Determination of primary fuel-air ratio at low powers.
A gross assessment of the two variations was made through regression analysis and the results
are presented below.
ENGINE-TO-ENGlNE AND RUN-TO-RUN VARIATlONS*
Variations"" (f
Engine to Engine Run to Run
Exp. Engines Exp. Engines
Engine Emission Production Engines JP4 Fuel JP5 Fuel
NOX 0.923 0:703 0.703
JT3D CO 5.188 5.738 5.813
THC 4.310 4.565 5.122
SMOKE 6.76 VBSI 10.36 VBSI 11.38 VBSI
NOX 0.681 0.959 0.856
JT8D CO 0.746 0.978 0.978
THC 0.290 0.164 0.164
SMOKE 3.05 VBSI 1.76 VBSI 5.96 VBSI
NOX 1.619 1.069 1.069
JT9D CO 1.760 2.549 2.549
THC 0.470 0.409 0.409
SMOKE 0.91 VBSI 0.91 VBSI .
Note: Variation units are in Lbs/l 000 lbs fuel, except smoke which is given in VBSI units.
* Caution - The engine-to-engine and run-to-run variations noted above are only indications
of this particular data set and may not be representative of results obtained from specifi-
cally controlled tests of a larger number of engines.
PAGE NO. 69
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PRATT & WHITNEY AIRCRAFT
PWA-4339
The gross engine to engine variation as determined from production engine data is not
significantly different from the run to run variation for production engines.
Inspection of the plots of emission level versus various engine parameters, Figures 16 through
75, does not indicate any significant differences between data obtained from production
engines and that obtained from experimental engines. This was expected because the running
time was low on the combustion sections of each of the experimental engines tested.
The following is a summary of the major component running times for each of the experi-
mental engines tested.
Model
Engine No.
Component
Average Test Hours
JT3D
X-315-44
Fan/Low Compressor
High Compressor
Fuel Nozzles
Burners
High Turbine
Low Turbine
1450
720
54
54
140
800
JT8D
X-370-47
Fan/Low Compressor
High Compressor
Fuel Nozzles
Burners
High Turbine
Low Turbine
911
1050
105
55
138
1017
JT9D
X-495-14
Fan/Low Compressor
High Compressor
Fuel Nozzles
Burners
High Turbine
Low Turbine
225
60
31
31
31
31
B.
OTHER EMISSIONS
The other emissions measured during the course of the program included aldehydes, ole fins,
dry particulates, and total particulates. The following paragraphs discuss the results of mea-
surement of these emissions. It should be noted that the low levels of these emissions for
the JT8D engine are likely to be incorrect because of sampling difficulties with mixed flow
or common tailpipe turbofan engines. These sampling difficulties are discussed more fully
later on in this section.
PAGE NO. 70
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PRATT & WHITNEY AIRCRAFT
PW A-4339 .
1.
Aldehydes
The results of the measurements of aldehydes in the exhaust of JT3D, JT8D and JT9D engines
at idle power are shown in Figures 78 and 79. One of the curves, Figure 78, is plotted on the
basis of pounds of aldehydes per pound of fuel burned and the other, Figure 79, is plotted
on a pound per hour basis. Of the three engines tested, the highest producer of aldehydes at
idle power is the JT3D engine, which, as noted previously, also has the highest output of
total hydrocarbons (THC). The lowest aldehyde producer is the JT8D engine. The JT9D
engine, the most modem of the three engines, is about halfway in between. There does not
appear to be any significant difference in aldehyde output between JP4C and JP5R fuels.
The level of aldehydes was found to be insignificant at higher power settings for all engine
models.
2.
01efins
The results of the testing for ole fins in the exhaust of JT3D, JT8D, and JT9D engines are
shown in Figure 80. Measurements of olefins were taken over a wide range of powers for
each engine tested, however, measurable values except for the JT3D engine, were only noted
at very low engine powers. As in the case of aldehydes, the JT3D engine produced the highest
levels of olefins, the JT9D was second. No measurable values of olefins were recorded for
the JT8D engine, probably because the power setting selected for this engine in the low power
range was too high. Overall, the data on olefin emissions is too limited to permit an accurate
assessment of a representative level for any of the engines tested.
1 x 10.2
p
Ji~
,.
,II
.
.
A
'"
0 JTSe EXP - JP4C -
. JraDEXP-JPfiR
if JTBD PRDD - JP4C -
<> mD EXP - JP4C
, JT3D EXP - JP5R
JT3D PROD - JNC
4 JT9D EXP - JP4C -
. InID EXP - JP6R
I' JT9D Pft09 .,...!NC
I I I
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1600
400
800
1200
ENGINE TH RUST - POUNDS
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Figure 79
Aldehydes Versus Engine Thrust
PWA-4339
o JT8D EXP - JP4C
~ JT8D EXP - JP5R
~ JT8D PROD - JP4C
<> JT3D EXP - JP4C
. JT3D EXP - JP5R
i! JT3D PROD - JP4C
A JT9D EXP - JP4C
.. JT9D EXP - JP5R
J' JT9D PROD - JP4C
..
..
A
A
JT3D ENGINE
THRUST, LBS 1000 9150 15975 18100
FUEL FLOW, LB/HR 1020 4740 8862 10228
OLE FINS PPMV 83 3 2 4
OLE FINS LBS/LB .0273 .000754 .000374 .000685
OLEFINS LBS/HR 27.87 3.574 3.310 7.049
JT8D ENGINE
THRUST, LBS 1374 4993 12686 14510
FUEL FLOW, LB/HR 1390 2982 7463 8792
OLEFINS, PPMV <1 <1 <1 <1
OLEFINS. LBS/LB
OLEFINS, LBS/HR
JT9D ENGINE
THRUST, LBS 2909 10962 . 30560 33733
FUEL FLOW, LB/HR 1827 4925 12255 13540
OLE FINS . PPMV 46 <1 <1 <1
OLEFINS, LBS/LB .0126
OLEFINS, LBS/HR 23.01
Figure 80 Olefins in Engine Exhaust, lP5R Fuel
PAGE NO. 72
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PRATT & WHITNEY AIRCRAFT
PWA-4339
3.
Dry Particulates
The results of the testing for dry particulates by the Millipore method are shown in Figure 81,
on a pounds per pound of fuel burned basis and in Figure 82, on a pounds per hour basis. The
data was recorded for both experimental and production engines and shows very good repeat-
ibility. The JT3D engine emits the highest level of dry particulates, and within the power
range tested, 70 percent to over 100 percent of maximum thrust, the emission rate is not
significantly affected as the engine power is reduced. The JT8D engine, which is significantly
lower in dry particulate emission than the JT3D engine, does show a distinct trend toward
diminishing dry particulate emission as engine power is reduced. The dry particulate emission
levels recorded for the JT9D engine were very low. The bulk of the dry particulate emission
data were recorded using JP4C fuel. The limited number of data points taken using JP5R
fuel indicate a marked trend to higher relative levels of dry particulate emissions for all of the
engine models tested.
4.
Total Particulates
Figure 83 shows the results of the total particulate emission measurements, taken by the
LACAPCD method, for the JT3D, JT8D and JT9D engines. The data are plotted in grains
per standard cubic foot (GR/SFC), pounds per hour, and pounds per pound of fuel burned
versus percent engine power. As might be expected from this method, the scatter of the data
was great. From the data taken, it was not possible to differentiate between engine models
in the level of total particulates emitted. On a GR/SFC or pounds per pound of fuel basis,
the data suggest a decreasing trend in total particulate emissions as engine power is increased.
On a pounds per hour basis, however, the total particulate emissions increase with an increase
in engine power setting.
The data were recorded by two probes inserted in the engine exhaust, one on the left side,
the other on the right. The level of total particulates in the inlet air was recorded by an addi-
tional probe installed in front of the engine. For the JT3D test, higher than normal values
were recorded for two of the points, one because of liquid fuel in the sample analyzed from
the left probe, and the other because of a high organic content in the inlet probe sample which
was not representative of inlet air. The reason the fuel and organic concentration showed up
on these particular points and not qn others is not known:
No attempt was made in plotting the data to subtract the total particulate level recorded by
the inlet probe from that recorded by the two probes in the engine exhaust. In most cases,
the total particulate level recorded by the inlet probe would not have a significant affect on'
the results.
The levels of particulates recorded for this test may be influenced by the fuel used. JP5R
fuel, which is a "referee" fuel used for engine certification and qualification testing, was the
only JP5 fuel grade available. This fuel contains artificially added sulfur to bring the sulfur
content up to the specification 0.3 percent, whereas Jet A or Jet A-I fuels used for commercial
airline service typically only contain 0.05 percent sulfur or less.
PAGE NO, 73
-------
PRATT & WHITNEY AIRCRAFT
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20
18
Figure 82
1 X 10-2
~ S
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f-- .. - .~
f--,.... ~. I-
I-- I- j.c - -0- JTBD EXP - JP4C -
I--~ --- JTBD EXP - JPSR
~I- --(>-JTBDPRDD-JP4C-
--<>- JT3D EXP - JP4C
-- -+- JT3D EXP - JPSR
I-- I-- ~ JT3D PROD - JP4C -
;
I-- f- I --6- ~~:~ ~~: =~::~ -
_J I , - -6- - JT9D PROD - JP4C
t= ~ - .,-
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.. -''''--
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1 X 10-3
1 X 10.4
1 X 10-5
30
80
90
100
60
70
PERCENT OF MAXIMUM THRUST
Dry Particulates Versus Percent Maximum Thrust
-0- JT8D EXP - JP4C
....... JTBD EXP .. JPSR
-- ~JT8D PROD - JP4C
~mD EXP - JP4C
-+- JT3D EXP .. JPSR
-..()--mD PROD - JP4C
-A-JT9D EXP - JP4C
---A--JT8D EXP - JPSR
-~""T9DPROD-JP4C
40
60
80
90
60
70
PERCENT OF MAXIMUM TH RUST
110
.....
100
Dry Particulates Versus Percent Maximum Thrust
PAGE NO. 74
PWA-4339
110
-------
PRATT" WHITNEY AIRCRAFT
PWA-4339
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Recently it has been noted that when particulates are measured by the LACAPCD method,
the portion of the combusted sulfur which forms sulfur trioxide (ordinarily on the order of
one percent of the sulfur dioxide formed) appears as sulfuric acid combined with water which
is counted as a particulate. For high sulfur fuels, preliminary rig and limited engine testing
indicates that the major portion of the total particulate matter is in the water soluable frac-
tion. More testing of rigs or or engines with high and low sulfur fuels is required to better
substantiate these observations.
c.
TRANSIENT EMISSIONS
1.
Introduction
In addition to the measurement of exhaust emissions from the JT3D, JT8D, and JT9D engines
during stabilized operation, exhaust emissions were also measured during starts, accelerations,
decelerations, and shutdowns to pennit estimation of the total amount of gas generated for
each of these transient conditions. It must be realized that the transient results were obtained
using equipment not specifically designed for transient emission measurement. In addition,
estimates of fuel flow and airflow wp-re required since these parameters were not measured.
Thus, the results should only be considered as gross estimates of possible levels occurring
during the transient operations investigated. The levels shown for the JT8D engine are sub-
ject to the sampling errors described in Section IVD.
2.
Method of Measuring Start-Up Emission Effects
Continuous on-line emission recording equipment was used to record the transient levels of
gaseous emissions generated during starts, accelerations, decelerations, and shutdowns for
JT3D, JT8D, and JT9D engines. Gases measured were CO, NO, N02' and total hydrocarbons
(THC). During the transient, sample gases were continuously drawn from the probe through
a heated sample line into the emissions monitoring van. Multiple pen paper strip chart re-
corders were connected to the gas detectors so that a time history of each exhaust compo-
nent was obtained. Typical strip charts are shown in Figures 84 and 85.
To estimate the total amount of each constituent produced during the start, the following
procedure was used~
a.
The length of time of the start is estimated from the known chart speed, and the dis-
tance from the point where the trace for the flame ionization detector first responds
to the presence of fuel to the point where it reaches a stabilized reading. (The F .I.D.
total hydrocarbon detector is chosen because it has the fastest response ar,d also responds
to any fuel injected before ignition).
b.
The area of chart under the hydrocarbon gas trace is measured with a polar planimeter
for the time period estimated in step a.
c.
The average concentration level is calculated by dividing the area (Step b), by the time
period estimated in Step a.
d.
This is repeated for each of the 4 gases.
PAGE NO. 76
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OF "TJD ENOINE X-I'I...
"UNE 28, 1'7'
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Figure 84
Start-Up Time History of Exhaust Components, JT3D Engine
1)
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.. RECORD OF A START. UP
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- -+- JUNE 28, 1871
- =
-
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Figure 85
Start-Up Time History of Exhaust Components, JT3D Engine
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PWA-4339
e.
A simila.r procedure is used to calculate the average fuel flow during the starting period,
using an oscillograph trace made from a fuel flow meter.
f.
The average fuel/air ratio during a start is estimated as being the average of two known
values:
1)
the non-lit cranking fuel/air ratio.
2)
the steady-state idling fuel/air ratio.
g.
Averagt~ concentrations from (c) are in volume percentages. To convert to weight per-
cent, they are multiplied by the ratio of the constituent molecular weight to the average
exhaust gas molecular weight.
h.
The mass of constituent per mass of fuel is found using this relationship:
Mi
Mf
% i (by wgt.) x 100
( ffi avg )
1 + (0
(a) avg
=
1.
Total fuel used during the start is the product of Wf average (Item e) and t start (Item a).
j.
Total mass of each gas produced during the start is the product of the emission factor,
Mi/Mf, (Item h) times the fuel consumed, (Item i).
One representative oscillograph trace of starting fuel flow was used for calculating Item
e for all the starts of any particular engine model, since individual recordings of this
variable were not made for each start.
Undue significance should not be attached to the fact that traces for certain of the gases
rise to a peak earlier on the chart than others. This is not necessarily a characteristic of
the engine, but rather of the van instrumentation. Here, the gas from the heated line
branches off first to F.I.D., then to the NO detector, then to C02 and N02, and then
to the others. Also, the CO and NO detectors have a slower response, being longer
path rt:corders.
The procedure for calculating the emission during accelerations, decelerations, and
shutdowns was exactly the same as that for starts, using the strip chart records taken
during each of these particular operations.
PAGE NO. 79
-------
PRATT & WHITNEY AIRCRAF'T
3.
AnalysiH of Transient Results
PW A-4339
Representative strip charts of each of the transients were analyzed in the manner described
above for each of the three engine models tested in this program. The emissions generated
during any of the transient modes of operation are small. This is attributable to the smooth
operation of the continuous-flow gas turbine engine during transient operation.
The following is a discussion of the emission characteristics noted during the analysis of the
emission traeoes for each of the engine transients.
a.
Cold Starts
The results of the analysis of cold start data for the engine models tested is shown in the
table below:
Start
I
2
3
4
1
*2
3
COLD START ANAL YSIS RESULTS
Fuel
~
IP4
IP4
IP4
IP4
AVG
IP4
IP4
IP5
AVG
1
2
3
IP4
IP4
IP5
AVG
CO
Lbs
THC
Lbs
NO
Lbs
0.003
0.001
0.004
0.005
0.003
0.003
0.002
0.004
0.003
0.054
0.003
0.002
0.019
N02
Lbs
0.008
0.001
0.001
0.001
0.003
0.004
0.003
0.004
0.004
0.012
0.003
0.003
0.006
Analysis of the data indicates that the average amount of pollutant emission during a cold
start varies from about 0.5 to 1.8 pounds, depending upon the engine model. The IT3D en-
gine was the highest producer of pollutants during starts of the three engines tested. Carbon
monoxide (CO) was produced in the greatest amount during a start. The traces indicated
IT3D
0.315 0.692
1.033 0.825
1.261 0.816
0.974 1.294
- -
0.896 0.907
IT8D
0.455 0.132
0.347 0.085
0.461 0.041
- -
0.421 0.086
IT9D
1.134 0.458
0.739 0.669
0.838 0.262
- -
0.903 0.463
*Plugged Pressurizing and Dump (P&D) Valve
PAGE NO. 80
-------
PRATT & WHITNEY AIRCRAFT
PW A-4339
that, following ignition, the levels of carbon monoxide and hydrocarbons rise sharply to a
peak level that is 1.2 to 3 times the steady state idle value. For the JT3D engine, which has
the highest steady state idle value of CO and THC of the three engines tested, the overshoot
was only 20 to 40 percent above the steady state idle level. By comparison the JT9D engine,
which has a low steady state idle CO and THC emission level, had a peak level which was
three times higher than the steady state idle level. This peak level persisted for about 45 to
60 seconds even though the engine rotor speed stabilized at the idle level wi thin 15 seconds
after start initiation. In calculating the total pounds of pollutant emitted during a start, the
start time was defined by the time required to reach steady state emission levels rather than
rotor acceleration time.
b. Hot Starts
The results of the analysis of hot start data for the engine models tested is shown in the
table below:
HOT START ANALYSIS RESULTS
Fuel CO THC NO N02
Start Type Lbs Lbs Lbs Lbs
JT3D
1 JP4 0.775 1.219 0.001 0.001
2 JP4 0.998 0.579 0.002 0.001
3 JP5 1.000 0.953 0.002 0.000
4 JPS 0.931 0.932 0.004 0.001
- - - -
AVG 0.926 0.921 0.002 0.001
JT8D
1 JP4 0.550 0.131 0.002 0.029
*2 JP4 0.445 0.033 0.003
3 JP5 0.335 0.090 0.001 0.001
- - - -
AVG 0.443 0.110 0.012 0.011
JT9D
JP4
0.830
0.279
0.002
0.003
Hot starts produced about the same pollutant emission amounts as cold starts. The shape
of the emission versus time traces indicate no particular differences between hot and cold
starts.
c.
Accelerations and Decelerations
The results of the analysis of accelerations and decelerations for the engine models tested is
shown in the table below:
*Plugged P&D Valve
PAGE NO. 81
-------
PRATT &. WHITNEV AIRCRAFT PW A-4339
ACCELERATION AND DECELERATION ANALYSIS RESULTS
Fuel CO THC NO N02
Run ~ Lbs Lbs Lbs ...1!2L.
JT3D ACCELERATIONS
1 JP4 1.437- 0.713 0.323 0.020
2 JP4 1.204 1.146 0.462 0.020
3 JP5 2.349 1.851 0.482 0.006
4 JP5 1.598 0.938 0.543 0.068
- - - -
AVG 1.647 1.162 0.452 0.028
JT3D DECELERATIONS
I JP4 2.849 0.509 0.173 0.011
2 JP4 1.237 0.648 0.172 0.002
3 JP5 3.095 2.563 0.200 0.022
4 JP5 2.876 2.249 0.347 0.006
- - - -
AVG 2.514 1.492 0.223 0.008
JT8D ACCELERATION
I JP4 0.085 0.012 0.013 0.018
2 JP4 0.904 0.014 0.141 0.320
3 JP5 0.103 0.016 0.149 0.029
- - - -
AVG 0.364 0.014 0.101 0.122
JT8D DECELERATION
1 JP4 0.113 0.018 0.228 0.036
2 JP4 0.128 0.023 0.130 0.003
3 JP5 0.198 0.021 0.1 01 0.003
- - - -
AVG 0.146 0.021 0.153 0.014
JT9D ACCELERATION
I JP4 0.671 0.159 0.599 0.044
2 JP4 0.849 0.124 1.468 0.421
3 JP5 0.913 0.093. 1.057 0.089
- - - -
AVG 0.811 0.125 1.041 0.185
JT9D DECELERATION
I JP4 2.849 0.509 0.173 O.DII
2 JP4 1.237 0.648 0.172 0.002
3 JP5 1.023 0.242 0.400 0.049
- - - -
AVG 1.703 0.466 0.248 0.021
During accelerations as well as decelerations between idle and takeoff power, the emission
traces were smooth and without discontinuities, suggesting that the transient emission levels
are very close to corresponding steady state levels. No overshoots were noted on
accelerations.
PAGE NO. 82
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PRATT & WHITNEY AIRCRAI'T
PWA-4339
A deceleration takes 5 to 15 seconds longer to complete from an emissions standpoint than
from an engine standpoint because of the slow rise of CO and THC to their steady state idle
values. The NO and N02 traces decrease smoothly to their idle values during the deceleration.
d.
Shutdowns
The results of the analysis of shutdowns for the engine models tested is shown in the table
below:
SHUTDOWN ANALYSIS RESULTS
Fuel CO THC NO N02
Shutdown Type Lbs Lbs Lbs Lbs
JT3D
1 JP4 0.090 0.039 0.000 0.001
2 JP4 0.090 0.028 0.000 0.001
3 JP4 0.088 0.040 0.001 0.000
4 JP4 0.104 0.042 0.001 0.001
5 JP5 0.127 0.162 0.001 0.001
6 JP5 0.064 0.166 0.001
7 JP5 0.137 0.001 0.001 0.000
8 JP5 0.133 0.056 0.000 0.000
- - - -
AVG 0.104 0.067 <0.001 <0.001
JT8D
1 JP4 0.058 0.005 0.014 0.002
2 JP4 0.060 0.083 0.004 0.003
*3 JP4 0.111 0.026 0.005 0.003
*4 JP4 0.062 0.432 0.006 0.003
5 JP5 0.052 0.109 0.005 0.001
6 JP5 0.038 0.039 0.002 0.001
- - - -
AVG 0.063 0.116 0.006 0.002
JT9D
1 JP4 0.083 0.002 0.000
2 JP4 0.067 0.575 0.003 0.002
3 JP4 0.073 2.390 0.002 0.003
4 JP4 0.085 0.639 0.003 0.002
- - - -
AVG 0.077 0.901 0.002 0.002
*Plugged P&D Valve
PAGE NO. 83
-------
PRATT & WHITNEV AIRCRI~FT
PWA-4339
The shutdown of an aircraft gas turbine engine is accomplished by simply turning off the fuel.
The emission traces of THC for the JT8D and JT9D, after fuel cutoff, increased briefly to
several times the steady stateidle value before decaying zero. This increase was not noted
for the JT3JD engine. The CO, NO, and N02 traces did not increase for any of the three
engine models. The rise could have been caused by fuel draining from the manifold after
flameout.
D.
SAMPLING PROBLEMS
The use of a multipoint sampling rake for the measurement of emissions from turbofan gas
turbine engine exhausts is a distinct improvement over the single point probe technique used
previously. When used to sample exhaust emissions for engines having separate discharge
ducts for fan and gas generator (core) engine airflows, the multipoint rake can provide an
average emission value close to the true average emission level of the engine being tested.
For engine~, which utilize a common tailpipe for the discharge of both the fan and the core
engine flows, such as the JT8D engine, the rake does not appear to provide a representative
average emission level. This is possibly due to the dilution of the core engine exhaust gases
by the fan airstream. The amount of dilution of the core engine flow depends on the mixing
occurring upstream of the tailpipe discharge plane.
A comparison was made of the multipoint rake data obtained in this program with single
point probe measurements taken previously on an experimental engine having substantially
the same configuration as the engine measured in this program, both using the same instru-
mentation. This comparison is shown in Figures 86 through 89. All four curves show the
greatest discrepancy occurs at low powers with practically none occurring at the higher
powers, indicating that the amount of dilution is greatest at idle and decreases as power is
increased.
...
- - _I SINGLE POINT PROBE JT-5 FUEL
MULTIPOINT RAKE JP... FUEL
- - - MUL TIPQINT RAKE JP.5 FUEL
3..
7~f~
/~, (,
." ./ -" /, <)
.~ ~ ~
~-~------~~~~ .
I-
Z
w
(.)
a:
w
Q..
~ 2..
::I
....I
o
>
N
o
to) '.0
--
..
. .
6000
7000
8000
9000
.0000
11000
'JOOO
HIGH ROTOR SPEED - RPM
Figure 86
Carbon Dioxide as Recorded By Multipoint and Single Point Probes For
JT8D Engine
PAGE NO. 84
-------
PRATT'" WHITNEY AIRCRAI'T
80
70
...I
W
:)
U.
U.
0
CI)
IX1
...I
0
0
0
...
.....
IX1
...I
I
0
U
10"
o
6000
Figure 87
Figure 88
"
"\
,
,
,
,
,
,
,
,
"
,
,
,
,
"-
.......,
"'G
--
SINGLE POINT PROBE
MULTIPOINT RAKE
"
.
(.
~ ..~;
10000
11000
7000
8000
HIGH ROTOR SPEED - RPM
Carbon Monoxide as Recorded By Multipoint and Single Point Probes For
JT8D Engine
40
\ - - SINGLE POINT PROBE
\ - MULTIPOINT RAKE
'd' \
:I:
U 30 \
CI)
~ \
...I \
w
:) \
u.
~ 20 \
...I \
0
0 \
0 \
...
.....
IX1 ,
...I 10 ,
I
u "
:I:
~ ......
"
'.....
'"
0
6000 7000 6000 9000 '0000
HIGH ROTOR SPEED - RPM
Unburned and Partially Burned Hydrocarbons as Recorded By Multipoint
and Single Point Probes For JT8D Engine
PAGE NO. 85
PWA-4339
, "
12000
-------
PRATT'" WHITNEY AIRCRAF'T
..
22
20
..1
ILl
:J "
II.
(I) ,.
In
..1
C::)
C::)
C::)
,,..
'- 12
In
..J
I 10
X
I~
;2
Figure 89
PW A-4339
- - SINGLE POINT PROBE
,-.. MULTI POINT RAKE
I
tt:
,
/
./
/ .
/
/
/'
/
~,
,/ .
,-
-'
.-----.......-
~-----~
o
6000
11000
10000
12000
7000
6000
6000
HIGH ROTOR SPEED - RPM
Oxides of Nitrogen as Recorded By Multipoint and Single Point Probes For
JT8D Engine
Selection of the rake sampling point locations for the JT8D engine was based on smoke
traverses taken on an experimental JT8D-15 engine; a typical example is shown in Figure 90.
At the time it appeared that the probe positions selected for the JT3D sampling rake would
be in unmix{:d locations of the JT8D engine exhaust as indicated by the smoke density
recorded during high power traverses of the JT8D engine tailpipe.
Unfortunateiy, similar traverses were not available for the low power settings which probably
would have indicated the greater mixing occuring at the lower power settings.
It is possible then that, for the JT8D engine, the emission values recorded by the multipoint
sampling rake for most of the operating range are low because of fan air dilution. Most
affected are the values of CO and THC at idle power. Attempts were made to estimate the
dilution effect by a carbon balance equation using the measured CO and C02 levels. For
the lowest RPM condition shown in Figure 88, the carbon balance equation indicates the
level of THC measured should be increased by a factor of 1.61. Multiplying the measured
THC value, 0.0052 pounds/pound of fuel, by this factor results in 0.0084 pounds/pound
fuel which is considerably below the 0.027 pounds/pound of fuel level indicated by emission
testing with a single point probe.
There is considerable evidence that at idle power, where gradients of CO and THC level are
steep, the emission level indicated by a single point probe can be considerably in error. Test-
ing at P&W A for the development of a reduced smoke and hydrocarbon burner has shown
that the single point probe cannot be relied on to give a representative emission level for the
evaluation of burner changes designed to effect THC reduction. It was found necessary to use
PAGE NO. 86
-------
PRATT.so WHITNEY AIRCRAI=T
PW A-4339
38 point traverses behind the core engine tailpipe to accurately assess emission level changes
affected by modifications to thy combustor design. Inspection of the results of one of these
traverse runs, Figure 91, indicates the extreme difficulty of locating a single point probe in an
area which represents an average emission level. This difficulty is compounded when trying
to obtain a representative single point emission level from a mixed flow tailpipe engine such
as the JT8D.
Testing conducted on the JT3D engine, however, is indicating a close correlation between the
emission level indicated by a sample taken from the engine PT7 pressure probes and the
arithmatical average of the tailpipe traverse. To determine whether this relationship is also
valid for the JT8D engine would require testing of the JT8D engine with a special tailpipe
configuration which separates the fan and core engine exhaust streams. A series of traverse
tests at the exit of the core engine tailpipe at various engine power settings would be required
for comparison with emission readings taken with the PT7 probes. This method is probably
the only way of determining representative emission values for the JT8D engine, particularly
at the low power settings.
X 20 ,~32 X 22
27
X 29
~ 31
X 13 X 26 X34 X 33 X 22
33
0
XU X22 X 27 X 29 X 31 X 27
30 X-370-46
13,030 LB THRUST
023 0 X 26 0 X 25 X 24' 31 X 0 (g) 29 1-25-71
29 X 0
24
X TRAVERSE POINT
X 14 X 21 X 25 X 24 X 34 X 28 X14
. . STD. SMOKE PROBE
24
0 JT8D EPA RAKE
X 14 X 25 X 26 X34 X 20
27
030
X34
X 34
X 22 6;)34 X 24
'~35
X 33
Figure 90
JT8D Tail Pipe Traverse VBSI Smoke Numbers
PAGE NO, 87
-------
EXPERIMENTAL BURNERS
TEST DATE 5-26-71
IDLE POWER
JP5 FUEL
"NO
X
THC
1)
»
(j)
/II
Z
o
00
00
AVG.
MAX.
MIN.
645.9 PPMV
843.8 PPMV
444.2 PPMV
AVG.
MAX.
MIN.
AVG.
MAX.
MIN.
663.0 PPMV
842.4 PPMV
333.2 PPMV
8.1 PPMV
11.7 PPMV
5.8 PPMV
-.-
CO
Figure 91
JT3 D Experimental Engine X-3 1 5-44 Tail Pipe Traverse
1)
:II
»
-I
-I
II-
:E
:I
:j
Z
/II
<
»
:II
o
:II
»
~
;'
~
;r
.c::.
tN
tN
,\0
-------
PRATT & WHITNEY AIRCRJ~FT
PW A-4339
When using mass emission level computation methods that are sensitive.to sample dilution
by air not involved in the combustion process, special precautions must be taken to account
for all possible dilution sources. This is especially true in the determination of the mass
emission ratl~s from engines which have large amounts of cooling airflow to provide for the
cooling of the blades and vanes which are subjected to high gas temperatures. It was realized
during the course of this program, that the fuel/air ratio existing in the plane of the tail pipe
(statian 7) should be used in converting the measured PPMV to the desired pounds per
pound or pounds per hour for the JT9D engine instead af the usual burner fuel/air ratio
(statian 5). This was necessary because a significant quantity af caaling air is injected be-
tween the burner exit and the tail pipe plane where the emissians are measured, thus adding
dilutian which must be accaunted far in the mass canversian. Since this caaling airflaw is
calculated, rather than directly measured, the necessary intraductian af this airflaw may in-
traduce additianal error into. the data, aver the abave that which can be attributed to. the
calculatian of the primary airflaw (fuel/air ratio.) af a turbafan engine.
PAGE NO. 89
-------
v. APPENDICES
-------
PRATT & WHITNEY AIRCRA.FT
PW A-4339
APPENDIX A
REGRESSION ANALYSIS
1.
Purpose
Regression Analysis was the major analytical method used to reduce the gaseous emission
results. It is the purpose of this appendix to give a brief general discussion of the regression
analysis method used in the data reduction for this program.
2.
Introduction
Regression, which concerns itself with the fitting of a line through data, and correlation,
which is a measure of how well one variable is related to another, refer to an analysis proce-
dure intuitively used by every analyst who plots data and, by eye, draws a curve through the
points. He "'fits" an average response line to the data.
While the "eye fit" might be satisfactory in some cases, it is far too subjective in general for
engine pressure ratio to engine pressure ratio (EPR), thrust to thrust, etc. level change com-
parisons. Regression analysis is a technique whereby the best line is mathematically deter-
mined from the sample data.
3.
Functional Relationship
When a unique relationship exists between two variables Y (e.g. NOx) and X (e.g. EPR) they
are said to be functionally related. If the exact relationship is not known it can be approxi-
mated mathematically over a range of values by obtaining pairs of X and Y values in this
range. A most important consideration is the choice of the functional relationship which is
to be used as the approximation. This can be done in essentially two ways. These are:
(I) Theoretical knowledge of the type of relationship.
(2) Empirical examination of a scatter diagram or plot of the data.
The first method is to be preferred as it is naturally quite useful to have prior knowledge of
the form of the relationship between two variables. However, often little is known about
this relationship, as is the case for correct gaseous emission predictions, and the use of a
scatter diagram is quite helpful in providing ideas as to the true relationship.
4.
Estimation of Regression Line and the Method of Least Squares
A
Suppose that two variables X and Y are thought to be linearily related, Le., Y = A + BX. A
sample of n paired observations of X and Y might appear as in Figure A-I. The parameters
A and B must be estimated from this data. The parameter A is the Y intercept, or that value
of Y where X = O. The parameter B is the slope of the line of regression, or the amount the
line rises for each unit increase of X.
PAGE NO. A-I
-------
PRATT & WHITNEY AIRCRAFT
PW A-4339
The procedure perhaps most commonly used to obtain estimates a and b of A and B in a
linear model is the Method of Least Squares.
The Principles of Least Squares as stated formally is as follows:
"When a set of empirical observations is used to establish the constraints of a
mathematical function, the best solution is that which reduces the sums of
squares of the residual errors to a minimum."
The problem, as represented graphically in Figure A-I, is to establish a line that minimizes
the squares of the distances from the observed point to the line. Mathematical derivation
using this criteria leads to the following least square estimates of B and A:
B =
n ~XY - (~X) (~Y)
n ~X2 - (~X)2
A =
~Y - B~X
n
5.
Partitioning the Sum of Squares - Variation About the Reg;ression
A concept which is both meaningful and useful in the gaseous emission analysis is that of the
partitioning of the total variation in the data into two parts, the variation due to regression
and the variation about regression. These are sometimes called the variation explained by
the regression equation and the unexplained variation, respect~ely. Suppose, for example,
that Yi and Xi re1>resent any pair of observed values and thatYi is the corresponding value
calculated from Yi i::: A + B Xi' then the identity
(y. - Y)
1
A - ,('..
= (y. - Y) + (y. - y.)
1 1 1
says that the deviation of Yi from the mean Y is equal to the deviation due to regression plus
the deviation about regression. This can be seen graphically from Figure A-2.
If both sides of the identity are squared and summed over all n values, the following impor-
tant result is obtained.
L(Yi - )')2
total sum of
squares
=
~A -2
LJ (Yi -V)
sum of squares
due to regression
+
~ 62
LJ (Yi - Vi)
sum of squares
about regression
PAGE NO. A-2
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PRATT'" WHITNEY AIRCRAI=T
PW A4339
This identity states that the total sum of squares,
is equal to the sum of squares due to regression,
plus the sum of squares about regression,
1:(Yi - y)2,
L: (Vi - y)2 ,
~ ~ 2
~ (Y i - Y i) .
In the gaseous emissions analysis, the sum of squares due to regression quantitizes the amount
of variability which can be relatable to the gas turbine parameters under investigation. The
sum of squares about regression is that of the data variability which can be associated with
experimental, error of the program, perhaps due to engine-to-engine and within engine in-
strumentation repeatability.
6.
Correlation Coefficient
Occasionally the terms "Regression" and "Correlation" are confused with one another. Al-
though the subjects are related, the distinction between the two should be made clear. Re-
gression com:erns itself with the fitting of a preconceived (i.e., linear, curvilinear, etc.) line
through data!. Correlation deals with the degree of relationship between two variables. Cor-
relation does not require that two variables be designated as independent and dependent since
no cause-and-effect relationship can be implied.
The relationship between regression and correlation is illustrated in Figure A-3. The diagram
shows the line of regression, a line representing the average of all the V's, and an actual Y
value. The quantity E (Vi - y)2 is the ~m ~ squares of deviations of the Y values from
the mean of the V's. The quantity 1: (¥i - y)2 is the sum of squares of deviations between
the points on the line of regression and the mean of the Y values. The following relationship
holds:
r2
=
"A 2
~ (Y i- Y)
L: (Yi - y)2
=
explained variation
total variation
It is thus shown that the square of the correlation coefficient is the fraction of the total sum
of squares in Y that is accounted for by the regression line. A correlation coefficient of r =
0.5 means that only 25 percent of the variation in Y is accounted for by the regression line.
The other 75 percent is accounted for by other factors.
The correlation coefficient which describes the degree of association between the two vari-
ables is constructed in such a way that it is bounded by the interval -1 -:; r -:; + 1. The
sign indicates whether the slope, b, of the regression line is positive or negative. At the boun-
daries of the interval for r we have the case of perfect correlation: r = + 1 (perfect correla-
tion with positive slope), r = - I (perfect correlation with negative slope). In these instances
all the sample points would lie exactly on the regression line. When there is no correlation
between the variables whatsoever, r = 0 (Figure A4).
PAGE NO. A-3
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PRATT & WHITNEV AIRCRA,:T
PW A-4339
7.
Statistical Significance of Correlation
Has sufficient data been gathered to show a statistically significant correlation?
One can pre-select the minimum assurance he would like in,concluding that the real population
r> 0.00; meaning that there is some real association of y with x; not a chance sample result
from a true r of 0.00, which just looks like there is an association.
Table A-I of sample r values for each number of plotted points furnishes the needed reference
numbers. A level of 95 percent confidence is typically used throughout statistical literature
and is also used here as good practice. The tabulated r for n points has to be exceeded by our
r calculated from the n data points in order for us to be at least 0.95 percent sure we have a
correlation coefficient greater than zero. The question of the minimum number of points
necessary to establish a valid plot is accordingly answered by such a significance testing procedure.
8.
Multiple Correlation and Regression
A straight line can often represent a response adequately for short ranges of the variable x.
When the response over a longer range is desired, a higher order functional equation can be
elected and a curvilinear regression study conducted. When the relationship of more than
one independent variable (x, u, w, etc.) with y is being studied as is the case for the gaseous
emission analysis, a multiple regression analysis is conducted.
9.
Multiple Regression Equation
In multiple rl~gression we have a dependent variable Y which is a function of j independent
variables x of the form
Y == A + Bl Xl + B2 X2 +. . . + Bj ~
It is important to note that the model expressed is linear so that the method of least squares
is applicable.
The expression to be minimized is
Q= ~ (Y - A - BIXI - B2X2 -... - Bj ~)2
Therefore by differentiating Q with respect to A, B I' . . . ., Bj' successively, and equating the
resulting derivatives to zero, a set of n simultaneous equations with j unknowns is obtained.
These equations are called normal equations and are used to estimate the parameters A, Bl'
.. . ., Bj'
PAGE NO. A-4
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PRATT & WHITNEY AIRCRAFT
PW A-4339
10. Multiple Correlation Coefficient
In simple con:elation a correlation coefficient r expressed the degree of linear relationship
between two variables. In multiple correlation a coefficient of multiple correlation expresses
the degree of linear relationship between a variable Y and a group of variables X I' X2' . . .,
~. The coefficient of multiple correlation is denoted by the symbol Ry . 1, 2, . . ., j,
the subscripts indicating the variables involved. This coefficient is always posltlve or zero
and may have any value between 0 and I, inclusive. The coefficient of multiple correlation
may be defined as the square root of the fraction of the total sum of squares in Y accounted
for by the regression equation. That is
Ry. I, 2, . . ., j =
A - 2
~ (Yi - Y)
-2
L (Y. - Y)
1
There are some rather obvious limitations to the usefulness of this statistic. For instance,
each new independent variable added in sequence tends to increase the coefficient. This
would lead to the belief that the more terms added the better the equation. However, there
is a point of diminishing returns. A decision should be made each time a new independent
variable is added about its usefulness in predicting exhaust emissions based on some apriori
rule. This is effectively done by use of additional statistical decision rules, namely the F-ratio
and/or t-tests. These decision rules were employed in the exhaust emissions analysis. How-
ever, a complete discussion of these decision techniques are beyond the scope of this Appen-
dix. The reader is, however, referred to the following text if a better understanding is desired.
Statistical Methods in Research and Production, Edited by O. L. Davies, Hafner Publishing
Company, 1958 edition.
PAGE NO. A-5
-------
~
, .
PRATT'" WHITNEY AIRCRAFT
PW A-4339
TABLE A-I
THE CORRELA nON COEFFICIENT
Values of the Correlation Coefficient for Different Levels of Significance
Confidence Level
J .90 .95 .98 .99 .999 .90 .95 .98 .99 .999
--- - - -
.98769 .99692 .999507 .999877 .9999988 16 .4000 .4683 .5425 .5897 .7084
2 .90000 .95000 .98000 .990000 .99900 17 .3887 .4555 .5285 .5751 .6982
3 .8054 .8783 .93433 .95873 .99116 18 .3783 .4438 .5155 .5614 .6787
4 .7293 .8114 .8822 .91 720 .97406 19 .3687 .4329 .5034 .5487 .6652
5 .6694 .7545 .8329 .8745 .95074 20 .3598 .4227 .4921 .5368 .6524
6 .6215 .7067 .7887 .8343 .92493 25 .3233 .3809 .4451 .4869 .5974
7 .5822 .6664 .7498 .7977 .8982 30 .2960 .3494 .4093 .4487 .5541
8 .5494 .6319 .7155 .7646 .8721 35 .2746 .3246 .3810 .4182 .5189
9 .5214 .6021 .6851 .7348 .8471 40 .2573 .3044 .3578 .3932 .4896
10 .4973 .5760 .6581 .7079 .8233 45 .2428 .2875 .3384 .3721 .4648
11 .4762 .5529 .6339 .6835 .8010 50 .2306 .2732 .3218 .3541 .4433
12 .4575 .5324- .6120 .6614 .7800 60 .2108 .2500 .2948 .3248 .4078
13 .4409 .5139 .5923 .6411 .7603 70 .1954 .2319 .2737 .3017 .3799
14 .4259 .4973 .5742 .6226 .7420 80 .1829 .2172 .2565 .2830 .3568
15 .41 24 .482] .5577 .6055 .7246 90 .1 726 .2050 .2422 .2673 .3375
100 .1638 .1946 .2301 .2540 .3211
... The table should be entered with j = N - (no. parameters contained in equation)
where N = no. of observations or data points.
/'-
For the Hm:ar case, Y = A + BX, the table is entered where j = N - 2
PAGE NO. A-6
-------
PRATT & WHITNEY AIRCRAFT
>'
Q)
~
D
..
-l
..
C
Q)
."
c
Q)
CL
Q)
Q
A
Independent Variable
Figure A-I
x
./
0,,/'/
/
A /'
i-Y~'
y-
o
o
o
o
o
o
A.
Y = A + ax
1\
Y = A + BX
y
x
Figure A-2
PAGE NO, A-7
PW A4339
-------
PRATT & WHITNEY AIRCRAF'T
>-
~
.D
o
~
~
-
C
GI
~
C
CII
~
~
Q
!
:p
r = 1.00
y-
-0
PWA-4339
Correlation coefficient =
} ('9; - -y)
ReQresslon II"n8
(Vi. Y)
0/
/
- -
o
o
I
,Xi
Variable
Independent
/
/
Figure A-3
r = -1.00
"
Figure A-4
PAGE NO. A-8
A.
Y = A + ax
/
//
O.
/
....",
./
o
x
Ellipse with 0 slope
on maior or minor a1Cis
r =0.00
-------
PRATT & WHITNEY AIRCRA'FT
PWA-4339
APPENDIX B
FUEL ANALYSIS
Part I - Principle Characteristics of the Fuel for Representative Engine Tests.
Engine Type and Test Date and Heat of HIC Sulfur % Ash %
Serial Number Test Type Sp. Gr. Combustion Ratio by Weight by Weight
JT8D. X-370-47 6-23; IP4 .7571 18755 2.02 .0116 < .0020
JT8D. X-370-47 6-23; IP4 .7567 18720
IT8D. X-370-47 6-24; IP5 .8241 18500 1.92 .2750 <.0020
IT8D, X-370-47 6-24; IP5 1.90 .2528
IT3D, X-315-44 6-29; IP4 .7587 18790 2.01 .0116
IT3D, X-315-44 6-30; IP5 .8260 18470 1.90 .2766 <.0010
IT3D, X-315-44 6-30; IP5 .8251 18490
IT9D, X-495-15 7-7;IP4 .7571 18750 2.05 .0117 < .0013
IT9D, X-495-15 7-7; IP4 .7567 18740
IT9D, X-495-15 7-8; IP5 1.88 .2829 <.0010
JT9D, X-495-15 7-8; IP5 1.89 .2938
JT8D, P-674552 7-8; IP4 .7579* 18880* 2.09 .0116 <.0010
* NOTE: These two values from Dept. 815 sample taken 7/6/71.
JT8D. P-665708 7-16; IP4 .7559 18730 2.06 .0223 <.0010
IDD, P-668817 7-21; IP4 .7559 18800 2.04 .0144 < .0010
ITS D, P-674550 7-21; IP4 .7555 18815 2.06 .0106 <.0010
IT3D, P-669797 7-22; IP4 .7555 18810 2.03 .0110 <.0010
IDD, P-668815 7-23; IP4 .7559 18785 2.11 .0106 < .0010
JT9D, P-685605 7-28; IP4 .7555** 18720* 2.08 .Q100 <.0010
** These two values taken from a sample taken from nearby P.6 stand, 7/26/71.
JT9D, P-663071 7-29; IP4 .7563 18860
(NOTE: The above values taken from a fuel sample taken 7/30/71.)
IT8D, P-668821 8-18; IP4 18815
(NOTE: The above value taken from a Dept. 825 sample taken 8/16/71.)
IT3D, P-668799 9-7; IP4
PAGE NO. B-1
-------
11
:u
~
-I
-I
Ro
~
J:
::j
Z
rn
<
~
:u
o
:u
~
1;
-I
Part 2 Percentage Composition of Fuel Ash for Representative Engine Tests.
Engine Type, Fuel,
Type, and Serial No. Fe Si B Al ~ Pb Cr Na Ca Nb Ni Mo Zn Ti Mn Cu ~ !!. V
- - - - -
JT8D, X-37D-47, JP4 9 5 0 3 .7 20 .2 2.5 1.5 1.7 .4 .1 0 .2 .2 .08 .4 0 .4
11 JT8D, X-37 0-47 ,JP5 12 3 0 3 .1 2.5 1.5 <5 9 .7 1 .2 0 .1 .1 .5 2.5 0 <.01
~ JT8D, X-37D-47, JP5
-------
, '
------... -- .---..----- -~------_._--- ..-.--... -------_.__P.A G.t:- . _.... __..1_9y-"'.7__...._----
'-G'AS 'T-L;R'sTNE E)ltiAL:Sr"ANA'C'isT'sIfEPORT - ME-A'SURED
- E" GIN E. E ~I S.~d C N_A..NA!-_!.~I_S..._~-~.()Y~-- - . (P H.O.N.~_..20 ~-.-_56 ?-'-.:U~!t L_.___.-- --.... ---.. --.."-'----' --- ..-..- ---
DJHE OF TEST
6/29/71
-. ... -..------.-----
E I\G I j" E f\UMBE: R
- X-315-44 .
E f\G 11\ E . T Y~L_.____._. ---_-=-._J_T~g- ---""-'--" ------------"---"----'-'-----'-'
. -_. --- ...---- .----. ---- - . ---
TE S T S r AN C
- x-
21
- '-eURI\E-9'''CONF ][Gui'{-ATfiJ'N - BIM
FUEL
- JP4C
-.. ."... ...._--~--_.__._-,-----------_..._---_._---.__.._-------,---
-----. --.'---------- .-----.---.---------...-
'PO rr-.;T l\UME!ER 1 2 3 4 5
E---Tf~'-E-'- 11: 1: 5'4'1T:3.o-:1Z;--11 : 39 :2r-i1: 48-: 12 12: T:;r~
X F/A .o.OOE36 C.D0833 .o.C.o977 .0..01354 .0.01642
H WF(LP./HR) 1088.0 154.0..0 3636..0 78~Z..o 11384..0
8A HIGH' Rota-~~--S-P-E-E-D "frfPM f'----5-4-~:rC-:----- '6'86-~---'---'854:5-~------'-'q5 75:--.'-- lO-095'~-.'---
U T~RLST(LBS) '91.0. 194.0. 6b.o.o. 14550. 195.0.0.
5 TTZ(OEG FJ . ~E.O 68.0 68.0 70.0 7.0..0
--, r---- - ..--------. ...----
N2(~V BY CIFFERENCEJ
02(~V)
--..-...- - ... ., . ._------
H20(~V) C~LCULATED
78.65 79.14 79.Q378.6~
18.22 17.75 . 17.23 16.20
"--'--'1 ~ 48-'-"----'-' '-"1:'51"""" _.,_.~-- 'f~ 84 -..----..-.- -- '2 ~55 --- ----.
77.76
15.43
..-- . p .-.-
3.31
NGZ(PPMV) 6.4 8.6 6.9 2.9 11..0
. ------ . . . .. .-..
C NO(PPMVt C.O 7.2 27.9- 8.0.5 14'4~'2--
a NGX(Le/LB FUEL AS N02) 0..0012 0..003.0 .0..0.056 0..0.099' .0.015.0
N NOX CL El HI3..... _A.S .. ~92L___...__-----_.} ~~ - . .__._----~~_6._.- --- .-_? Q.. .~-------- ._____T! ., ().- --...- .-. ~ ?o. 7
S
T CGZ(%V)
. --L___C.Q-~.~ L~I!-:!LEl}EL)
T C02(LB/HRJ
U
E_- .COI PPJ"'V.'-----
N CO(L8/LB FUEL)
T CO(L~/HR)
. .?_--_.. .----..
THC(PPMV AS CH4)
THC(LelLe FUEL)
.. rHCJ~_B(JjRL_-
1.44
2.621
2852.
1.51
2.751
4231.
1.88
2.925
10636.
2.6.0
2.917
22989.
3.42 .
3.160
.--
35914.
859.6 4S3.5 1.02.2 18.2
--- _... _. ---_.__.__._-_.~..- _. - ---.------- ---...-..---...- -.--
0.0993 0..0572 0..0101 .0..0013
1CS.0 88.1 36.1 10.2
11.6
-. ----
.0.0.0.07
7.1
-_.-
. "
1221.2
0.0810
88.1
333.1
0..0221
34.0
16.9
0.001.0
3.5
11.6
0..0.005
3.7
1.2
0..0.00.0
.0.5
----.
- ------
--.--... .------------
, *
ALL DATA REPORTED WET
*
- -_._-
--.-------
- ----.
iE~:i' .'
- --.-.-.---
-----
- --. - .-.
- - ..' .--.-.----. .. - ----- .--- - ----- .-. - ._. --_. -- -- --_. ---..----- .- - -- ..- ---- ~ ~.~. - - ..- --. ..-
,.. -. _. - -..---... -- ~. - '-- -..... -- --~-
-------
..'
. _.__. -------.. --..-----""
,~---:------ ---_P.A. G E.. -_.. . ~ _o.F._I "---. - ... -'--- _...
'Gi~-'Tu'Re'ii\iE-TXHAUST -ANAL VSIS REPORT - MEASURED
E t\ G I t\ E. EM I ~~; I q ~ -- ANAL '(? 1.S..--_GRO Up.. -=_.JRtI().~.L_? q,3-_5 65- 7I6_/t L...- -. ,."
- -- - ~- ----_._.~- -- - - .. - - --
CJ!Tf OF TESl"
6/29/71
-' ---.. ._.> --_.
Ef\GINE NU,"1SE:R
- X-315-44
Et\G I NE... TVPL__,_.._---.
TEST STANC
- JT3D
.------.-- -...- - ._.._------~-----
'___0__.- -------._-- --. ----.----.--- .
- x-
21
. , e'Uk'N{R-C"C"NFI:-GU1fATION'-=-'13/M:
fUEL - JP4C
.- . ---- -_...-, -------... .-..-- ---- --. __"0'_'_' .._-
-_._---
.----
---.-----.w.---.-- ------_. ._-_..
POINT NUME!ER 6 7 8 9 10
. --.~.. -'({M E"'--- (2: T9: 37 1':16: 3-9---i5:42:25--r5':5-2:j1f------r6T""2:'2-7'-~
X F/A 0.01692 0.01585 0.01144 0.00800 0.00783
H WFILB/HR) 1207C.0 10604.0 5522.0 1720.0 1280.0
A HIGH RGTOir" SP'EEOTlfp-j.U-"'-".l 0 2'} o-~--- ---1000 8:----- - --915'0-;'- '---'-'7234. ....._-;--- 6 260 ~ --
U THRU~TILBS) 203CO. 18475. 10350. 2450. 1525.
S TT2(DEG F) 1C.0 72.0 12.0 72.0 74.0
-.--- . --..--.---.- ---
T
N2(%V ey DIFFERENCE)
021%V)
".- .' .. -. -.,. .-------.
H201%V) C6LCULATED
78.03 77.55 77.65 .78.12
15.05." ----- 16.39 _....m --..)7,.67 --- .--' 18.62
3.41 3.00 2.31 1.5q
,77 . 96
18.97
. -.-'-_U . n... -..
.1.48
C
C
N
S
T C02(~V)
u- I -.J;P, ~--U-~O.. B FU El )
T C02(LE/HR')
U
E
N
T
S
.h_-. ..--.---...----
NC2IPPMV) '8.9 15.5
'" -;\JoTp PM'/') 161.4 11..50
NOX Il ElLS FUEL AS N02) 0.0160 .0131
NOX u,. S 1 H~- A~_NO_?J._------_.!.c-;?.!.....e_~,_.. 139.0
8.3
45.0
.0.0014
40.8
11.1
3.6
0.0029
5.0
8.6
3:3-
0.0024
3.1
-.--------.----.----.-- - --.- --------.- -. --
3.46
3.100
31418.
3. C5
2.-;24
31C03.
2.36
3.132
17295.
1.60
3.037
5223.
1.4,6
2.835
3629.
C;C I PPMV 1_._...
COILB/LB FUEL)
COILB/HR'
. 10.5 11.S 38.4 386.5 685.7
"-'--,j'. 0006- ----c~ o"oo:r'-'---'o;c)'(j'3'z'-'--' ,.-o~ 0466" .--- 6 :0846
7.2 7.7 17.9 SO.2 108.2
THC(PPMV AS CH4) 1.0 1.3. 2.4 194.2 649.3
THC(LR/LB FUEL) . .0.0000 0.0000 0.0001 0.0134 0.0458
.-, I!1.C tL.~1 tiR )-----_._--,-9-~~----~~..?_--~_.~~.L..______.?3~_0__._..-.._.~~,~.~,-_._-
*
ALL DATA REPORTED WET
*'
..-...---
----
6-2 :
.---.- -----.-.-------
~----
._-----~._._- --..-----.-. ~ -.--.----
. _. - - - """. - .
- - - .-.- - - -- . ". "
-- -- "---.- ---,- ---- ...--"- .-----.- '-'---- - -..- - -
- - .. -. - ..... -_.- ,- ---~_._.,- ~- -.-
-------
. ._--~'.- --.-- -- -....-----------------
-----------_P AGE___. -_.1:.0r_7______- -,-----
.- .
-. --<>_.._._-- ------
GAS TUReINE EXhAUST ANAlY51S REPORT - MEASURED
EI\G I NE: - EI'" IS_~ I c.~_AN~l Y_S I S_- ~.f\JJUP_-~_J P-':iOAE__2Q3~ 56 5~ 77_~_~!.
--.---.--- h.
--_.-----.- .-----------.-.-- _._--
Ef\GINE NUMBER
6/29/71.
- x-3fs-44
CATE OF TEST
.~ - _._~----_. ------.----.
EI\GINE TYPE' - JT3D
. .. - --'---'-'----'--- --_.-.- -------_._.-._----~---- ------.---.-----...----.---. - . --.-----..
.----.- -.--. -------- ..-n__..- ..----~
TEST STANC
- x-
21
. -.-- -.-.- ..--.--- .--.-------___.._n_..
BUR hi E: Reo NFl G U RAT IO N - 131M:
.F U E L ------ .. ..- --.------. -. -----=- J P 4C ._-~--~-_._----------_._._----_._-- - -_.---------- --.- -.- -- .-- ---
- ___~-'LI i'JT I\UM eER 1.1 I? --13---..-.----. !..~-------~?_---
E TIM E 17: 2: 55 17: 13: 10 17: 21: 50 17: 31 : 16 17.: 52: 51
X F/A C.OC821 0.00815 0.OO~73 0.01393 0.01665
H ~ F I L BJ H.I~J____._-----_..u__.._-_.)_0~.?_._o..___.~.?.?..6~_f__- -. ._~?_
-------
. -~ - ._---~-- --.-.-
--------.- ---- -- ____mP A G E__..___-. . L ._OF_..1__.._---~....
-.---.-..-.- -----_..-
G~S TUREINE EXHAUST ANALYSIS REPORT - MEASURED
- Et\G I~_~ - EMJ.~? IC.~_t'J~_L-.rS_L~-?R9.l:.W --=---(_P_J::I.QJ~LJC~:-:5_~5_:-_?~~_4)_____-_._._------ ---.---------------- - ------
CATE CF TEST
6/2C1/71.
'''--E~-G Ii\E NUMBER
- X-315-44
EI\GINE _TYE_L~-
- JT 3D
- -. _.~._---
.------------.-- --- -_.~_.__..__._.. ._-.. .-.--- .--.---
TEST STANC
- X-
21
--B"lTRN-ER CONF II;-URAT ION - B~
-- f U E L.._____-------- --=---~_f> 4C
-----'----'--'------.-,.----.-.-----. -.-----
-.--- ... - -.. .-
POINT NUMBER i6 11 1819 20
--E-ffME 18:00:01) 18:13:21 18:29:41---I8:4-4:j-cj--r8:5-3: 6---
X F/A 0.01616 0.01514 0.01157 0.00814 0.00111
H ~F(Le/HR) 11172.G lC510.C 5612.0 1140.012&2.0
A HI G h R O-f()"R.- S PEE-O fRPMT--i-61-f:fS :------ i (fQ i 7-~----91 72 :----- ___n- 12 65 ~-_.._----- -6-225-. -----
U THRUST(LBS) 19900. 18450. 10450. 2500. 1480.
..2?_!}Z(OEG F) 14.0 14.0 14.0 14.0 13.0
.-.--
T
N2(~V BY DIFFERENCE) 76.70 77.30 77.96 79.26 .78.49
OZ(~V} 16.31- 16.22 17.45 18.31 18.5&
H20 t%"V )-C-~L-ciiLA-TEO---.---_._------- 3-.4~----- 3~-iI-----2-:ib---.- - 1".58 --- ---..-1";42 ..-.--..
NG2(PPMV) 9.0 8.8 8.6 .11.3 5.0
. C--NO C- P PM v ) 156. C; 1 27 . 3 48. 1 9. 1 9 . Z ----.
o NOX(Le/L8 FUEL AS NOZ). 0:0156 0.0137 0.C019 - 0.0040 0.0029
N . N0f(.( l Bl_t-j~__~~__1'!9.~_t':"'_____18J.8__- ___.~_L4_~_~_--_4.~.!1._--------~._~--_.._-_..- .;3_._1. ------~
S
T
T
T
U
E
N
T
._----~
C02(%V)
-~ 9.?J.!.f / l JL£ U EL ) .
COZ(LB/HR)
3 . 50.
1.16
3120b.
3.26
3.141
~319 5.
2.32
3.037
11041.
1.59
2 . 96 9
5166.
1.40
2.145
3465.
- CO- ( ~- P /4 VL- .._-------
CO ( L e / L e FU E L )
CO(L.S/hR)
ll.5~.__-_.J:1_._L___- __~6.~__--_u_- ~~9~6 ----.___~_86.4 .----
. ().b007 C.OC07 0.0031 0.0415 0.0860
. .7.. 8 7 . 5 11 . 1 8 2. 1 1 0 8. 5
THC(PPMV ~S CH4)
THC(LB/LB FUEL)
--- - - T !1_(_l~ B/ rR)
1.5
. O.OI)()l
. 0..0
1.4
0.0000
0.5
1.5 181.7 649.8
0.0001 0.01~7 0.0465
0.4 22.1 58.1
----.----------.--.--.--..-- -'--~--__--_'4'- -. --.. .--
*
ALL DATA REPORTED WET
*
..----
Q-4 .;
---------
- ---
- ..
- - .' '''''._-
... -- _.. - - - - -
. .' ,
. - ----'.'- --. ---..-.- - ---..:-------.-.-.-. -.----' .-:-. '-'~-'-"- ..--.-. ------'-'----- ---.-..-
-------
-----.. - -.-..-..- --_.--
-'----'--'--'---.------..--
. .
.PAJ; E_- .__.5_2~_L._____.
-GAS--{UR"'S-INE E:Xi-AUST ANAL YSIS REPORT' - MEASURED
\ .
CATE GF TEST
6/'£9/11
. E!\G IJ\j E. EM.~ S.S I (j!LAN~.k'(~1 S_..gKQL;~=__( .P.!:i9Ns~_9}~?~_?=_?.-?~~L_. ---,,----------,,-,-'---______m
~ .- '-'---'-----.
EI\GINE NUMBER
- x- 315-44
EI\GINE TYPE - JT3D
-.- - - -----.-.--...------- _. --.--------.
TEST STANC
21
- x-
. '--EURN(~-tONFIGURAT-foN - BjM'
FUEL
- JP5
--------- .----------
----_. - ----- -.------.------.--------.----.
~------- -----_._--
ponH "UMBER 21. 22 23 24 25
'--~f fM C 2 0 : 54 : 3 8 2 1 : 1 0 : 13 2"1 : 22 : "2 4 21 : 23:-3 b 2 1 : 46: 3
X F/A 0.OGS83 0.00882 .0.01001 0.01400 0.01681
.. H_. WF.( L B!H_~..!__----- ----_...--_-.!_944.---Q..__l~.l~_.._~~!!Q!?_.~_.--.?~14...~._---~_.Q6.4~_..g_~
A HIGH ROTOR SPEED(RPMt 5445. . 6880. . 8557. 9580.. 10108.
U THRl;STll8S) 1000. 2050~ 6550. 14550. 19500.
S TT2(DEG F) 71.0 71.0 71.0 69.0 69.0
T
N2(;N BY DIFFERENCE) 78.10 78.69
02(%V) 18.80 17.96
H20 I %V )--'C~-L-CULATED-~-,--.---uI-.li~---'--'-':r-~-62---''''
I'
N02(PPMV)
~----- --- --. ~ ... .
C NO(PPMV)
o NOX(LE/lB FUEL AS N02)
N' N0!« L I?/.HR_A.~_NO.?)
s
T C02(%V)
_J.~O_?J.~.-B./Le FUEL)
T C02ILB/HR)
U
- E__- .COI.P PMV.L___-
N CO(LS/LE FUEL)
T COILB/hR)
S
. 1.4
7.8
0.0017
1.7
5.9
4.8
0.0019
2.8
78.20 77.59 76.00
17.78 16.59 16.76
--"1 .' 98--""--- 2 '-lf8 - --------- - . .3: 5 9 ----
9.9
21.0
0.0049
16.7
5.9 5.3
72.5 136.3
0.0089 0.0134
65.9 142.3
..- -.---. .--- - .-- ..---
-.---------..---
1.39
2.394
2500.
1.62
2.718
4095.
2.02
3.069
10433.
3.63
3.216
34873.
2.93
3.173
23522.
?_~~_.!. 6_____~~ Q~5____..126_!- ~----- .23 ..-Q .-- -- - 1? ~.3.~--
0.1072 C.0680 0.0122 .0.0016 0.0007
111.9 100.2 41.5 11.8 7.5
THC(PPMV AS CH4)
THC(LB/lB FUEL)
- - _._..THC (L8/ hR L__.
1614.0
0.1046
10<;.2
570.3
0.0357
52.6
31.5
0.0017
5.9
8.0
0.0003
2.4
5.4
0.0002
1.9
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*
ALL DATA REPORTED WET '*
.--.
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-' _.. -.- . -, ~.~ -.. ._-----------
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GAS TUREINE EXrAUST A~ALVSIS REPORT - MEASURED
. .
Et\GI!\E. EMISSION ~f\;ALYSIS GROLP - (PHONE 203-565-1764)
.' . - _. ----..-------..---.-..--..- ----.-'- -----------.----- .~- '---'.---'--'-'---"--------'--"----'---.----
(ATE CF TEST
6/29/71.
. -._----- _.~--
- X-315~44
Et\GINE NUMBER
Et\GINE TYPIE .
- J T3D
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..-----.--.------.. --_._---
...._- --..----------------. .
TEST ST~ND
21
- x-
. . "-6UR'f~E~- -tcfN":FlGURA rTON-=--WW-
. .,=UE!- ..--.- ------------=._~-~ 5
-.----.--- ----.--
- - ,-- ---'--
POINT t\UMEER 26
E----TYt-~E--- 21: 49: 24
X F/A 0..01719
._.H_- WF (l B/I::'~R_'----__._----~}_.~~_8_~O
A HIGH ROTOR SPEECtRPM) 1.0176.
U THi(UST(LI~S) . 2.0.075.
S TT2tDEG F) 69..0
"--' ,.--
T .
27 28 ,- 2' 30
-_u_- .-. .9___._.-. -------
22: 3:32 22:11: 5 22:28: 7 22:33:37
0..01607 0.01180 0.00833 0.0.0811
Q898.C 520B.a 1624.0 12.06.0
1 (f6(f5-~--_n_-9 i)' 8-:-----------'7 240 ;------ - 6 '18 i-:----
1855.0. 1.050.0. 2500. 1450.
. 6q.a 68..0 68..0 68.0
f\ 2 C ~ V E Y D IFF ERE NeE) '76. 5~'
02(~V) 16.06
.--'--.,-- - - .._~---.__.-_.-----_. -.-- h.
H2G(%V) C'LCULATED 3.67
77~OJ 77.69
16.29 17.61
.-------.-------. .------ --.. .----
3.31 2.32
78. 16
18.39
1.68
78 . 18
18.57
1.54
'..-.--...- ..--.
NC2(PPMV~ 6.7 6.4
.c--T~'o (p PMV) 150. a 118.7
G NUX(Le/LB FUEL AS N02) ..0..0145 0.0123
N NO X (L e / J:I.£L-~-~ _!'L0 ?..) -~-_.- -- J..5 ~. 1.._- --, ___I ~2 _..2 _-n ..
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T C02C%V)
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THCClB/LEI FUEL)
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7.9
41.9
0..0067 .
34.8
4.9
10.5
0.0029
4.8
2.1
7.-2-
.0.0019
. 2.3
.. --_.-..- - --- .--- ------ . .. - ..-.--..---- - ..-. - ---.--
3.71
3.216
361172.
3.36
3.172
31395.
2.37
3.045
15858.
1.69
3..075
4994.
1.51
2.823
3405.
---_1..J ._~ .
0.0007
7.2
.1.~.!.~...______.2_l_.a - --___._~a3~}______!366..?_-
c.occa 0.0042 0.0560 0.1032
8.0 22.1 91.0 124.4
3.5
O.Coal
1.3
5.1 313.3 1159.8
0.00.02 0.0208 0.0789
1.3 33.7 95.2
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3.1
C.OOOl
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GAS TURBINE EXHAUST ANALYSIS REPORT - MEASURED
CHe OF TEST
6/~O/71'
~ E f\GJNE _~M IS_S.IQrLAt-IAJ" :C~_LL~~!JUP --= --~!:io.Nt--?_Q~~2~?-=I?~.~} ___._m______.-------- -- --~._---
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EI\GI!'JE NUMB,ER
- x- 315-44
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TEST STAN!:
21
- x-
-. --eURN-ERCCfNf IGl..RAT i1friJ - B/M
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PGINT NUMEER 31
. ---E-tIME 10:30: 0
X F/A 0.01153
H WF(L8/HR) 474C.0
~ . - . ..'-' -_._---_._-_.._-----._------.-_._--
A HIGH ROTOR SPfEC(RPM) SOBS.
U THRUST(LeS) 9150.
S TT2(DEG FI 81.0
- -.- .
T
32 33 34
12: 11 : 51 13 : 21 : 2 5 1 So: 33T~n
0.016S1 0.01551 0.00880
10288.0 8862.0 1020.0
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lRI00. 15975. 1000.
83.0 81.0 81.0
---
N2nv BY ClfFERENCE) "77.~~- 7i.16 77.15 78.08
02(~V) 18.07 15.78 16.09 18.56
. H20 (%'II')-C-.6L-C-u-CA"tED----~2 ~-2-i------ 3 ~5-0------ 3: 36-'---- ---p--f. 51 --_.~-------_._---
6.0 6.0 3.5 2.1
3 7 . 4 1 34. 1 107 . O. 9. 3
. 0.0060 0.0132 .0113' . 0.0021
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NOZ(PPMV)
. -- t-(.Jef( PP-MV )
o NO~(L8/Le FUEL AS N021
N .NOX(L8/HR AS N021
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T C02(~V)
---- I --<;;Q.? (L 81 L E FIJ EL )
T C02(LB/HR)
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~. --~9.cPJ>_M\,LL_-
N CO(LB/le FUEL)
T CO(LB/HR)
~_._-~...
2.27
2.981
14130.
.~.3._5 -
0.0053
2 S. 2
3.55
3.182
32731.
1.57
2. 710
2764.
3.40
3.321
29484.
12.5 14.1 466.0
C :-0007---0.-00'09----0-: 051-1-------- ---
7.4 1.8 52.1
THC(PPMV AS CH4)
THC( Le/LB FUEL I
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5.4
0.0003
1.2
1.1
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" 0.4
1650.0
0.1034
105.5
4.6
0.0002
1.5
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ALL DATA_REPORTED WET
*
C"':7
. -.-----,.
.' . .
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PAGE
1 OF 2
. --
G~S TUReiNE EXhAUST ANALYSIS REPORT - MEASURED
.- . --._-_._.._.._- ----- -.------...__._0_---__..--- -------.-------- ----------_.-----. ---
E~GINE E~ISSIGN ANALYSIS GROUP - (PHONE 203-565~7764)
--__DATE OF TEST
7/ 7/71
Ef\G II\E t\UME!ER
- P-b68S16
o
---.-.- -_. ...---..--------.-.-.-.
----.-- ----..----..-------.-------.--..-.---.'. _.-
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Ef\Glf\:E TYPE:
- JT3D
. __JESL.ST~~~__.
68
- P-
EURNEK CCNFIGURATION -B/M
FUEL
- JP4
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POINT t\UMeER 1 2 . 3
E TIM E 14 : 2 9 : 1 7 1L: 42 : 51 1 4 : 4 3: 4
~... ffA . ~_. ---_._-_._._-_O~. 0 C c; 71..__...._c.~ 9.9 86't__._~.. OQ840___-
H WF(LB/HRJ 1017.0 1266.0 1501.0
A HIG~ 'ROTOR SPEEC(RPM) 54S5. 6440. 7025.
..__1J___L':iB.liT_L~e,S J 840. 13~0. 1850.
S TT2(DEG fJ 85.0 87.0 87.0
T
....- .N2 (':f:.V . ey....DI f.F.~R.ENC.I;J___-
02(~V.J
H20(~V) CALCULATED
79.67
17.54
1.32
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4.0
9.0
, .00147
1.2
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N02(PPMV)
C NJ(PPMV)
o . :-.JcX(Le/ULFUEL .A_S.N02J
N ~OX(Le/HR AS NOZ)
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- .J__ffi(j., B/ H R)
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1.26
1.997
2C31.
867.6
O.O.E63
. 87.1
4 5
1L: 53 : 1 4' 15: 11 : 34
0.0090.1.. -.-- ._0.01 OUt. -
3197.0 '4659.0
8510. 9020.
5 ~1.9. e.~O.9.__!.._---
87.0 87.0
79.66
17.40
1.42
J's . ~
5.3
8.0
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3.1'
7~_..2{>_.- ,78.61 '78.61
17.41 17.88 17.48
1.48 1.73 2.12
1 So. I ?.L.o ;;- I, q
115:J l~cr~~ 4~:3
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---4~ -- '-.---21::T"----' -- '-37 ;)--,.
1.41 1.48 1.77 2.18
2.470 2.657 2.964 3.214
3127. 39B 8. 9475. 14975.,
.- -..------ ._- ._------ ------
645.6 455.7 93.5 41.5
0.0721 0.0520 0.,0100 0.0039
91.3 78.1 31.8 18..1
THC(PPMV AS CH4J 1055.8 459.8 222.0 14.3 2.0
.. -" T [1 ( (. L. B.I.l.~.._J:.U.fj,._)___--Q.~-Q 6_QJL_~ ."!..9.Z.9!t__.._.Q.!! 0 l.'t ~L_.--___- 0 ~ () 0 09..- .. ---- 0..9 0 Q L-
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PAGE
2 OF 2
. GAS TURBINE EXHAUST ANALYSIS REPORT - MEASURED
. ... ---.- "---'.-.-- ----_u_...----- ._u_---.- -.-.. -. -.- ..--. .--'--. -- . -.. -. ----.' - .-..------ ...--------...
E~GINE EMISSION ANALYSIS GROUP - (PHONE 2C3-565-7764)
. '-- --- -- ..------ .-- u -.
.._..~.AT_LC.E-- TEST
71 7111
E~G INE NUMElE.R
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- P-668816
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- -------_.- --- ------
POI~T NUMBER 6 7 8
E TIM E 15 : 1 8 : 23 15. .: 2 8 : 5 0 15: 4 0 : ~ 2
X .FI A -. .. _._--------------___9...0 1 U_~_. --___.0 ~01.2 QQ.._____n_q ~ O_1_Z9_2
H WF(LP./HR) 5636.0 67C5.0 7924.0
A HIGH ROTOR SPEEC(RPM) ~260. 9415. 9695.
U___T tiE._lJ..S...T..lL BS) 10740. 12570. 14450_!!
S TT2(OEG F) 87.C 87.0 86.0
T
N2('J:,V BL_QJU_ERENCO..__~~Q2_.- 78..01_-
02(~V) 17.23 16.\;3
H20(~V) CALCULATED. 2.31 2.50
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NC2(PPMV) 5.4 6.3
C NO (.P PM V ) - 6 L 0 76.0
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N ~..jOX(L~/HR AS N02) 53.3, 72.9
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. . C_-'-CtlLB.lJ:iJU-
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2.37
3.225
18173.
2.56
3.231
21662.
,77.91
16.60
2.72
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17.1
98.0'
. 01b L-.
111.7
2.77
3.257
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F. TJ~:': 9:~O:12 9:42:12 10:29:40 13:13:55 13:21:33
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H'..!F(l.n/LiR) . 1()~O.() 2875.0 C}5J.O ft745.0 5~n5~0
,.. ~I~:! ROTor.: SPEEO(RP!'1) 5,440. 8260. 5535. 8995. 9230.
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~GAS TU~~J~E EXHAUST A~~LYSIS REPORT - MEASU~EQ
.. .- _. - -,. -.
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EN~J~F ~~rS5IO~ tN~LYSTS GROUP - (PHO~~ ~03-565-1q13)
.... --.. '-."--'--~-'----'- ----------
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H '" r r L r I H ~ ) 6 A '3 5 . () 80 5 0 . I) q :~ 2 0 . 0
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3.232
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3.014
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24.3 17.4
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ENGINE fMISSION ANALYSIS GROUP - (PHONf 203-565-38731
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GAS TURBINE EXHAUST AN~LYSIS REPORT - MEASUREQ
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ENGI\JE E~-1ISSICN ANALYSIS GP,OUP - (PHO~E 203-565-3373't
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GAS TU~BINF EXHhUST ANALYSIS REPOKT - ~EASURFD
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ENf,INE EMISSION A~~LYSIS GROUP - (PrlO~E 203-5~5-3573)
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----
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PO I NT NUM BER 6
E TIME 11:31:26
X.. F/:4 (S T A. 7..VNCQf:(.'i.L_._.Q.Ltt.1.ZJ?_3
H WF(lB/HRI 7882.0
A HIGH ROTGR SP~ED(~PMJ 9650.
U_THBt,J>.LLLELS) 14600.
S TT2(DfG F) 78.0
T .
N2 (~V.. f\.YQ.lF.F.ER.,FNC.=)
02 ( f,V ) .
H?(J( 1V CAL CUL AT ED)
7'1.04
15.50
2.69
.. --,-- - . -..--..---..
7
11:40:27
0.014')5
9397.0
9930.
16400.
79.0
.._--
79.24
15.10
2.80
N02(PPMV)
"JO cppr;w I
NilX (L B/LB ..f.tJEl._I:\.S_..ND2J
NOX(lB/HR AS N02)
1.4
73.7
O.OQ94
,74.3
c
o.
N
s
T:___~.Q2.L~.YJ- 2.75
1 C02(LB/LB FUEL) 3.303
T CU2(lB/HR) 26031.
U .. .. -.... .... ---.....----.--..----
E cn(PP~V)17.4
N CO(L13/lB FUEL> 0.0013
r_::::~ tl,JI/ HR )-.... 10.5
S
THC(PPMV AS CH4)
--- THe ( ~.B/J..~ _Fl)j;.t.J
THC(lB/HR)
3.8
0.0002
1.3
0.6
112.1
0.0127
11q.5
2.85
3.078
23921.
9.1
0.0006
5..9
3.2
0.0001
1.2
*
-.-- .-...----.--
All DATA REPORTE~ WET '.
p-19
t
.~ . '... _. ..
- . '. . ...
, "V_'--"~"'-"
.-...- .'. .. .
-------
.
. .._--- - .-
1
.'--'. -.--.-
PAGE
GAS TUR~[NE EXHAUST ANALY~T5 R~PORT - MEASURED
. ------..- .-.-----
E NG I N"E EM '-5-S- I O"'~-Ar;J.~L y-SiS--GROUP - (PHC ~~E 203- 56t;- 3673')
Q-~ T..~_._Q£__T ES T
8/?0/71
ENGINE NUMBER
-: P-66'3822
.~ ._- - - ----------------"
ENGINE TYPE
- JT3D
. _!J~~T _?IA~JL____-
- P-
68
---..---
8URNE~ cnNFISURATION -
B/M
-.... . -_.---~-_._.._--_._.
FUEL
- JP4
..-.--.-
- --_._- - --_..----
-.-------."-----.. .'-'-------
..._---_. --_._. .'. ---
POINT NUMBER
E TIME
X . .- F.I A ~ S LA .3_J.L~~I~QR..'~ L-
H WFILB/HR)
A HIGH ROTOR SPEED(RPM)
U._-I.!JRUS T.J'-:~~_-
S TT2(OEG F)
T
1 2 ~ 4 5
10: 0: 1 12:29:12 11: 0:42 11:12:41 13:23:35
a.~..Q_QJnL-...Q.!_O 0 l31_2.____-~--.QJ Q 9 ;L- __9_LQ l_Q 2!t____.Q_. -QJ J..~ '2.----,-,,,
2712.'0 951.0 4526.0 5612.0 6703.0
8225. 5480. 8950. 9180. 942~.
5020. 840. 8170. 1 07~Q.!'____lL~9_9_~_-
76.0 76.0 80.0 80.0 80.0
N2 (<>+V BY___P.l£E.E~;~~lCJ)
O? I W )
H20(~V CAlCUlATFD)
79.05
17.79.
1.56
79.31
17.80
1.41
79.51_______.__.8.9 ._Q.fL______72.. 47._____----
16.8~ 15.57 15.18
].79 2.15 2.64'
"---'---
N02IPPMV) 8.5
~OIPP~V) . 11.6
NOX (l R/LB__.t.!JH_- ,\S__NJ~2t__Q.~..Q't.9--
NOX(LB/HR AS N02) ,13.7
c
O-
N
S
T --_<;Q2._L~V J-
1 C02(LB/LB FUEL)
T C02IL!3/HR)
U -' --'''----.---- ---.-----
E CO(PP~~V)
N CO ( L 81. L e FU EL )
:._J"----_I:.O 1.1J~I.ttR )
S
1.59
2.878
7978.
1~5
5.3
0.0013
1.2
1. 31
2.533
2409.
149.2
"0.0112 .
..- -'- 47. 6 .",~ ''''-.
THC(PPMV AS CH41 19.1
THC (L at L B F.\).U.t_------------Q.!.Q-QJ 3
T HC (L BI HR , 3.5
908.5
.0.1011
101.9
244.9
.0.0165
15.7
0.1 6.4 5.R
35.0 50.5 59.3
0.0056 0.0086 0.0037 .
'25-~-6'----- - '-4-8~-i"-----'5-8. 6---'-1
1. 82
2.7&3
12507.
2.2..!1
3.167
17774.'
2.7D
,.466
23249.
--- - -------- -.--------- ---_u----..i
60.4 37.0 21.0 i
0.0058 0.0034 0.0017
2 6 . 3 - 1'9 ~ 0 11 . 5 i
8.1 2.9' 2.1 I
0.0004 0.0002 0.0001 \
2~O'- '--------'0. -,~-----'-----6~ 6 --:
-- "'.'-'----'--'---.'
*
-
ALL DATA REPORTED WET
.----
*
-- __4.__--_. __".n~.____--
P-20.
-, "'.-. .-.U
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-, . --'-".' -..-..
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-_....._~- .. --~..._.._-"'._-
PAGE
1-
GAS TURRT~E' EX~AUST ANALYSIS PEPORT - MEASURED
-.-.-----------.'\
ENGINE E~ISSION AN~LYSIS GROUP - (PHJNE 203-565-3873)
...12 A 1~_J).f_t~S T- 8/,20111
ENGINE NIj;"BER
..: P-663822
. ---- -- ...-.--..------
.__._---
ENGINE TYPE
- JT3D
,JJ~.I._S T AND.
- P-
68
BURNfR CCNFIGURATION -
B/M
.. -.- -' .... -------
FUEL
- JP4
. .-.----. ._- .-.----.
POINT NUMBER 6 1
E T I r-',E 11:33: 2 11:53:45
X ,..,..-.f! A.! SL~_I._Uri~.QR ~ L 0.01285 0._01435
H WF(LB/HR) 7112.0 9499.0
A HIGH ROTOR SPEED(RPM) 9655. 9925.
U _,.II:fRU"S TJJ..F.\S) 11.500. 11492.
S TT2(DFG F I 81.0 82~0
T
N2 (~V._,R,LJ}J£E~.RENCE) 78,..6 1 78.:>6
O:Z(~IJ) 15,.53 15.32
H20(%V CALCULATED) 2.81 3.28
.. -----'
N02(PP~V) 5.5 5~1
C NO (PPMV) 76.9 109.5
n . .N IJ X ( L B 1 L.B_£!1 E "'.__tt,S_ttO 2) 0.0~02 0.0121
N NOX(LB/HR AS NOZ) .80.5 120.4
S
T ._SQ~J~_\O 2.93 3.33
I C02(LB/LB FUEL) 3.454 3.516
T C02(U3/HR) 2'7331. 33399.
U -. .. -- - -.- -.-.----.- -- -.-
E CO(PPMV) 11.4 13.6
N Cl)ILR/.LB FU EL) 0'.0013 ,O'.OC09
T_r.p. (--"'..~/ HR) 10.3 8.7
S ,'"
THC(PP,'1V AS CH41 5.4 5.8
- THC (L et L ~,_fl).F,!-_L..___,_---9,~,.QQPZ 0.0002
T HC ( l BI HR) 1.8 2.1
.._- -----~
..----
-----
-_..._--
,.
ALL DATA REPOKTED WET
,.
'-.::1.
.
C-21
..-.- ...-----.--.--------
- ." . --.-
'-'.. ----_. .--
._- . _.- -.
. . . - .._. ---
'.." .- - .
. . -~ -'-~,.._... . -..-- - .., .-..---
-------
.... -"----"- -.-- .__.~._--
- PAG-e---l-OF2---
- -_._---
--- .-.... -.-. ------
GAS TURBINE EX~AUST ANALYSIS REPORT - MEASUREO
E ~G I NE - E~" I S S-lOt\~ - ANAt YS I S---GROOp---'::-TPHcf"JE-2-03=-56-5-';:3 873-.--------'---. ,-- ------------ ------------
CATE OF TEST
91 2/11
-..--------....
-~--_._.. ----
Et\GINE NUMBER
- P-66cH98
E!\GINE TYPE --- -.--., -- ---.;:- JT30--------_m_-----------------,------------ ____n__-
T EST STAN 0
~ P-
68
..-.. --.---.
-.------------.-.- ---.-
eURNER CONFIGURATION -
81M
FU-EL
. - - ... --
--..-..--.- .
-- ---:::- j P 4---------------------- ------- ----- ----- _. ------- ------
. -
PO I Nr NUM BtR
E T I ME
X F/A(STA 7 UNCORR)
--_.. -- ...---.- .'."
H WF(LB/HRJ
A HIGH ROTOR SPEEC(RPM)
U THRIJST(LBSJ
S --1"T'2 (DEG-"I=T
T
---- -----. -.---
1 ~ 5 4 5
. 13:37: 8 14: 0: 4 14:12:21 14:22: 0 14:40:51
0.OC837 0.00994 0.01069 0.01153 0.01255
. -1 0 1 O-~ (J--- - _.- 4-75-0.0----- _n- -5740 :-0--------- 6850.0 . 8080.0
5460. 8985. 9220. 9435. 9610.
150. 9000. 10850. 12150. 14650.
1~0 --'6;0 7-6. -0 Uj-~-O--- u-7-6 ~ 0-
.--..---.-
N2(%V BY ~lfFERENCEJ
'--'--.~' -.-. '. .-.--. .---
02(%V)
H20(%V CALCULATED)
78.79
--18;-2-6 -
1.38
78.72 18.60 78.56 18.32
11:-2'7-------i7-~-(j4-------- r6-~-l5-- -~- -1'6-.36 --:--
1.~8 - 2.15 2.31 2.63
N02 rpPMVT
C NO(PPMV)
o NOX(lB/lB FUEL AS
N NOX(lB/HR AS N02f
s
T
I
T
U
E
N
T
$
C02(~V)
--C02 (l BI[B--AJE-[)
C02(LB/HR)
6.1 9.4 8.6 - 8-;-4------9-;7----
3.9 37.8 50.1 61.3 90.1
N02. 0.0019 0.0015 - 0.0087 0.0104 0.0121 ,
" -------- -C.-q--------35.-a-------5-o.-o----- 71~3-- --- --- 102.5 --------
. J
1.34 2.03 2.20 2.36 2.68 I
2-;-lt24 3-;-0-93 3.1l3 3-;}Tl--3-;-2"4"5" I
2449. 14694. 17924. 21301. 26224. I
I
gg ~ ~~~~ ~--~'UEL-;--- 0~i63~ O. ~~5;---~~~3~--~-. ~~~i o~-~gi~- ---I
~£L~~_~_~~- - 104.2 26.1 - 18.9 14.5 12.4 'I
THC(PPMV AS CH4) 1401.0- 7.0 2.9 1.1 2.1 ,
THC(lB/LB FUEL. 0.0921 0.0004 C.OOOI 0.0001 0.0001
TH C ( l BI HR ) --------------93-;7-----r~8------0-;-8---------0~--3----- 0 ~ 8 ----._----
-.-.--
. --.--.-----.-.
*
ALL D"ATARTPDRTED--wET
*
._._- ---
C-22
. ~-- .---.---.--.-
--~--1
!
-j
" ..
. . ....~. - ...- .. .... _. ~ .. .- . "-
. .. - - ... - _. ~
- .-. -' -- - . _.~ .
.---...-....
-------
. . \
.._~.~ ...------.--..
'U----PAGE-----~OF" 2:.--'--'-- ..-._-
GAS TURBINE EXHAUST ANALYSIS REPORT - MEASURED
ENG INE EM 1$5 ION"-ANAL YS I S--GR:OUP -.:.'- (pFfm~-E2'b3=-5'{;5=3"87'3)------'----'- ---- --------'---'-'
DATE OF TEST
91 2/71
... .-'. .~.,. --.--.-.-----.
ENGIN'E NUMBER
- P-669798
ENGINE TYPE-"
.- ------ ~ JT'3D
----.--..-.-.. .------"--.--.. ---..'- ---
TEST STAND
- P-
68
---- .-----.----
.-.------ -_..-_.~_.
BURNER CONFIGURATION -
B/M
FUEL "--'---"--~'------':;-JP4
'-------'__--_0____- '. .-.----.-..-. ..------
... PO rNTI-.'UM1rER 6
E TIME 14:52:25
X F/A(STA 7 UNCORR) 0.01404
H WF (LB/HR)' ..' --., -------'-'-"'~68'(r~-(j
A HIGH ROTOR SPEECCRPM) 9960.
U THRUST(LeS) 16525.
. S--TTtrDE-G-F-)-- 76.0
T
------_._------~-_.-
- -------_J--. -- -..-
~---'-- --_.-
N2(%V BY GIFFERENCE)
02(~\") .._0..--- ---
H20C~V CALCULATED)
78.09 .
- ---15 ~ 8-4'-------'
3.00
....---_.._-
-- -__-0_---- --_.
... 'N 0 2 ("P PMlJl--
C NOCPPMV)
o NOXCLB/lB
N NOXCLB/HR
S
T C02 nv)
I --"colCCalLB' FU\:l)
T C02CLB/HR)
U
E
N
T
S
8.6
128.2
FUEL AS N02) 0.0155
AS NO-Z) -----"i-49.6
3.05
3.298
31923.
.'----.----'- -.-- -----.
CO (PPMVf- ---.------.-
COClB/le FUEL)
COClS/HR)
15.8
0.0011 '
10.5
-_. '-. --I
-._---- .~ ---
THCCPPMV AS CH4)
THC(LB/LB FUEL)
THC(LB/HRr---- -
2.8'
0.0001
-_u 1:'1
....---
.
ALL DATA R-tf>OlffED-WEi-.
C-23
I
. . .~.
~ .-. - ~ -""
- - ~.. .
- "' ~- .- - -..'.. - - ...
" .-. .-
-------
.-...-.------.
'~-----'-PAGr--C-oF'i--- '-'--'-
. ._._----,-
GAS TURBINE EXHAUST ANALYSIS REPORT - MEASURED
ENG 1 NE EM 1 S'S'laN--ANACy-~a S---GR(fOp-=(pRONE~r(f3- 565~387'3»
---------..
DATE OF TEST
9/ 7/71
00.'..._...--
ENG 1 NE NUMBER
- P-669799
,., ENG (NE TYPE------'---"---=-:rT-3D
.---.-------..
TEST STAND
- P-
68
. ..--- .-- - .---
._---
BURNER CONFIGURATION
. ,
.. FUEL'---------'--=-Jp4C
-'"------ '.-...--- -----
'-'--'ponn-'NOM13tl~ 1 2' ~ --4 '--,0.---
E TIME , 12: 9: 4 12:11:41 12:23:40 12:38:50 12:59: 0
X F/A(STA 7 UNCORR» 0.00988 0.01171 0.01152 0.01245 0.01405
H W F ( C B I Hlf'--"- ---_.. ------:--~-5'6'r~-O--'-'-55-22-:-0-'----'--b6 31"; (f" ---- -781 r ~'(f'----' 94 14.-6---
A HIGH ROTOR SPEEO(RPM» . 8965. 9190. '9420. 9650. 9970.
U THRUST(LBS) 8930., 10740. 12700. 14600. 16500.
-S---TT'Z"f'DEG--m 71. 0 72. b 72.0 7-2--:--0 73--:'0----
T
N2(%V BY DIFFERENCE)
. u '02 (%V) - --'----""
H20(%V CALCULATED)
78.94
1'6:99
2.00
78.76 18.61 18.50 79.18
16. 8 o---------T6.- 5-4------- 16'.' 19 '--'-''''15-. 2 3---
2.19 2.39 2.62 2.76
, -: ---N02 cpP'M\rr- 7. 4 7.. 5 6. 2 1. a-- 2-~'7--
C NO(PPMV) 37.2.41.8 61.2 ' ' 79.3114.3
o NOX(LB/L8 FUEL AS N02) 0.0012 0.0075 0.0093 0.0103 0~0132
N NOX (L 6/ HIC'AS' N02» -----'---'3-2-:-6-----ttl.3-----6T-;5-- --8(f~'6---' 1 t4'~ 3----'-
S
T C02(%V» .
'C---C-02 (CBILB~)EL)
T C02(LB/HR)
U
E
N
T
s" -------- --
. CO (PPM\i')----:
C 0 ( L B I L B FU E:L )
CO(LB/HR)
2.0~
3.154
14383.
60.2
. 0.0059
26.8
2.24
2..905
16041.
2.45
3.226
21389.
2.68
3.264
25493..
2.82
3.'041--
28621.
10:-2--
0.0007
6.6
--3q-;-5--~~6-:-5----- '18'- 5
0.0033 0.0022 0.0014
18.0 14.7 11.2
THC(PPMV AS CH4)
THC(LB/LB FUEL)
. -- THC (L BI HR )--------
. 7.2
0.0004
-'T~-8
4.9 2.6 1.9' 0.9
0.0002 0.0001 0.0001 0.0000
1-;-3---0~-8-------0;-1--- -(r~3--
.- ..----."-----
*
*
Aa-OAf A R EP OltTllJWE T
. :C-24
. !
i
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PAGE
.----- --~---- ...- -~. ...-.-.-.---. ."-. ._-.0.... .-. ... .--
1 OF 7
- --.-- _.- -_._-
GAS TU~PINE f)~AUST A~AlYSIS RE~O~T - MEAS~RED.
._~'_4____._.'--~'----- -- -'- --------- ------'---'----------" 4_____'---'-.-- .-._....-._- .__...
CATc CF TEST
6/,3/71
E~Cl~E EMISSION ANALYSIS GROUP - (PHCNE 203-565-7764)
.-..- '----"."'-..-----.,.- ---.--.
...-..- .-..._--..-..
Et\GIf,E
",UM8ER
- X-3'7C-47
-.-.. -.'..-- -. .---------.------.. .....
Er\':;lh'~ TYPE.
- J T eo
TEST STANO
- x-
53
eU~~FR CONFIGlRATION -
4 C S-H
---.----..----.-. --.--- -- -------..-.----------,..----..---.---.--- -------.---.-.. ...- .
... ~ .- - - '. _. .---- - .
FUEL
- JP4C
- -'-----------"-------'---'-----'--".- -.--_... _. -..-.----------- --_._---_._. .-..-- .--
..- -..---
E
. . 'I
t=i
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S
T
P L 1 r, T 1\ U r-1 8 E R -' 1 : 2 '. 3 : 4
TI~E 10: S:5b 10:23:17 10:32:20 .10:43:47
.f.U .- .- --.---. _n... ------ ---Q.t;;.C_.f:3.~-_.._---j)_... 9_95ICL.____O_!..9J 097.___0..';> 1341..
I~F(LI~/I-R) S5C.C 1519.0 3453.0 5644.0
t-IG/-: H\.JTCR SPEED(R?M) 6'515. 8100. 9935. 10720.
T~~LST(LBS) 'S5G. 1875. 6040. 9970.
. .
"
.5
11: 2 : 35
.0 . 0 1 52 Q ... .-.---
7563.0
III 00.
13050.
......'
. .. --~.~J~y'._.~.y'_QJ_EJ.~B.~.~(:.u_- __._1.!L,,-~.L- .___L8!._~6__.__._~ _J ~_~81.~_.__._. - 78.7.0 .-..-..--___..1..8 !.9~- -'-'-'"
02(fV) 18.93 18.57 18.03 17.22 16.45
H2C(~V) CALCULATED 1.07 1.26 1.55 2.01 2.26
,
NC?(PPMV) 3.4
C N~(PPMV) <;.2
. _t:_~ CJ x Ll;J II" e F lJJ !:._~.?_.l'i.9_?l_n.J2!. a C 2 3
N NOX(LC/HR AS N02) 2.2
S
T CC'2(~V)
I C~2(Lf/Le FUEL)
T C;);c (L BI /-IU
..- ~--,- -'__n-' '---'-'-
E COliJPMV)
N CO(LA/LB FUEL)
n' .T__~.ii.( L 8/HR)
S
1.C<;
1.<;04
18e8.
22<7.2
o . C 2 5 4.
24.2
THC(PPMV AS CH4)'
T "'or ( Lei L 8 F U E L )
LIC ( L BI rR )
84.8
0.CC54
5.1
5.C 5.5 5.8 ~.3
15.4 39.3 86.9 . 139.7
. ----~t~ 00?}__~..9.Q65_.____...9. Q.l1 {)---.-.- 0.0.154 - 'n____-
5.1 22.4 . 61.9 116.8 .
1.30
2.028
.3 ° 81 .
2.06
2.333
13165.
2.31
2.307
17444.
..----.- - -.------....-.--- .-----.-.-- ------. . .- --. ------.--.-.
. -- --------.-.-.----.--------.--- -------. ---- --,--.---,--,,-.,
* ALL DArA REPCRTED hET *
1.60
2.2C8
7626.
114.5
0.0114
17.3
18.3
0.00.13
7.4
Lj2.6
0..0.037
12.9
43.9
0.0028
21.1
'23.6
0.0013
2.0
7.1 4.4
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.-_. ..._~-- - - -------- ---- --.-.
PAGE
2 OF 7-
1 l
GPS TUR~I~E EX~AUST AN4LYSIS REPO~T - ~EASUREO
. --.--.-- --- -._-- -------'---------.---- '-4__- ----- ..-- ----.. .-._- - .._-~--------_._----- - --..-.------.- --.
- --.-.-- --.-..-
EhGI~E EMISSION ANALYSIS GROUP - IPHGNE 2C3-565-7764)
CIITf. CF TEST
6/L3/71
Et, G I ;, E i\ U M e E R
- X-37C-47
- _. .._-_.- --- .-----.------..---------.-.---.--.--------- '--.-----"----' -------.-- - .
---.-." -..-. .-.-
EJ\;; INE TYPE,
- JT8D
TEST ST~NC
- x-
53
eU~~~R CCNFIGURATION,-
4CS-H
_0______-----'
._--
-_'-_n_.__._--'-'...-'- .---.. -.-..--. --- '-_4'- -_._-
FUEL
- JP4C
PClr--T r-.:UMEEF: 6 7 s-:- 9 10
E TI~E ]1:11:15 11:20:21 11~30:10 11:38:47 11:50:40
,X_-_J./~,-_..,-,.".--._---_._._._-"._---_O.!_QJ.~.~.L,_.__.~:L..9.t~~..2 -. ...._Q....910 71h__'--- 9.01051 ---.. -Q. 0'0914....... ----..
~ AFILB/HR) S375.0 6826.C 3982.0 - 2927.0 115~.0
A HIG~ ROTOR SPEED(RPMI 11590. 110~5. 10185. 9655. 7400.
II THPLSTILI3SI' 1'5520. 120tO. 6950. :501{). 1350.
S
T
--- --_.lJ1J_~:\{,_BY _QlLL~g E:~t~ E I
(j:2 I ;: V )
H2~(%V) CAL(ULATEU
78 ._!! 1_,~_--TI..!_J._z. __.__19_! 7.0. . ,. ---- .-. 7..9... 7.~.....__m'
16.29 16.64 17.26 17.67
2.58 2.C9 1.49 1.26
_80.19....__-
18.01
0.93
NC2IPPMV) 1C.5 8.3 1.5
C NJIPPMV) 2CS.3 11S.2. 49.1
-_.P _...!~Q ~_LL,_~l.~~_f_~~E.L}..LNSL2.L. -"Cl.!_0 293___JL... Q I} ~-- ---- -Q..! 9 C 8.4. .
N NCXILB/HR AS N02) J94.5 94.0 33.4
S
T
I
T
U
-'E-CO'(F'P"1V)-~-'---"---------35'. 8--49:"3- --. -,,- 59.6
N CGIUJ/LE FUEL) 0.002.1 0.OC32 .Ob54
-I. CiJILB/rRI IS.3 22.1 '.2J..4
S
8.2
29.8'
. O. 005 .7 . .---.
16.8
7.1
10.2
0.0030
3.5
C02('t;vI
C02(LP./L~ FUEL)
CG2ILB/HR)
2.64
, 2.380
22314.
2.14
2.2C7
15067.
1.53
2.170
8639.
1.29
1.857
5435.
0.95
1.574
1818.
- ~ ---- ...-- ..... -. -.-..--..--
116.7
.0107
31.4'
142.2
0.0150
17.4
THCIPPtW AS CH4)
T Ii C t!:J:~ I L !LBLE.1. )
TrlC(Le/fR)
4.2 4.5 6.5 9.5 35.1
___0. C C O_L,.----.f. 00 C 2__- 0 ...Q..() 0 ~ ----- .9". q 005___...__,9.9.9 21- -....--
1.3 1.1" 1.3 1.5 2.5
"
--- --'--.--------.------. ..------.-- -----.------____'_4__-__.---
, * ALL DATA REPORTED ~ET * .
;c- 2..6._.-
------.---
.. - ._----_..__L-_._-~-_.-
-, . --' ~ '"
-_.- - . . n__.- '--" - ...--,.._.. - -.-.-- - -' _. -
.- .---".-"-'" . ~ "" -- -.-- - - . .
-- .- ~..- . '- -. ~_.-
,
--- _.~- -..-.--\
. .'
-------
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3 OF 7
------ -- -.----.---.- ---0-'-'-'--- ..---. --_.~_.n__.._.- -------.-
PAGE
.~._-_._-----------_.-._---
G~S TURrINE EX~AUST ANALYSIS REPGRT- ~EASURED
--.--- --.--------.--.-----------.-- --------'----- -----------
EI\G1f\'E Erl,lSSICN ANALYSIS G-ROL? - (PHQr-.:E 203-565-7764)
C~Tl: CF TEST
6/,3/11
EI\G H.E NUf>1eER
X-37C-47
-.-.----.- ----_._------------"------
ENG U,E TYPE
- JTED
T F S T STAN C
- x-
:3
eUR~~~ CONFIGURATION ~ b09-H
------ 0_--
FUEL
- JP4C
----.---....-... .___0___..._----------- -.-..-----
----. ----- -..--------------. ----.---
ropn t\ur~eER 11 12 13 14 15
E Tlf"1E 13:41:57 13:53:13 14: 9:51 11-:51:53 .1.5: 3:11
. . 'f.---.F..U'.-----..---. --- -_.._.__._--_.-9.~- c.g2.Q~._-_-.9.~Q9._~5._~ -__....Q!9.111 ?__.---y. 91.3tj.?--_._Q~ Q.1 ?5~_____-
H W;:(UYHR) 966.0 1't88.0 3503.0 5622.0 7556.0
A HIG~ ROTOR SPEEC(RPM) 6685. 6130. 10005. 10800. 11255.
_U THRL.ST(L8S) . 850. laco. 6065. 9950. 13050.
S
T
Id ~J 3.Y__~LJ2J..££ E.REN.~£!__-_?_~..9.L____7Jh-!3-~__- --.1 R ..~$.. --- -. ..7.7 '! e_3__.. -- ..-J 7.~_?_~ - ~-----
021~V) 18.88. 18.65 18.18 17.70 17.15
H2GI%V) CALCULATED 1.08 1.24 1.61 2.20 2.60.
NC2IPPMV)
C NC(PPMV)
c_-_.~c~ !\.e.! L B_f.~IEL _J1S
N NC~(L8/HR AS NOZ)
S
T CLl2(%VJ
I CO?(LE/LB FUEL)
T C02(LB/hR)
. ..1J_---_. ---
E CO(PPMV) .
N CO(LR~L8 FUEL)
I CO(lB/t-.R)
s
4.5 7.1 8.2
7.0. 14.9 44.0. .
N_O~ L. .9..~.Q.q~_.c..__._. 0 ..Qc.!3..I._~.._0..90 7.4... d.
1.9 5.5 26.0.
I.OS
1.83B
1175.
21i.3
'O.C226
21.8 .
TH(PPMV AS CH4)
T tKJ L P. (L B -E...l,J.JE L )
THC(Lf3/I-R) .
te.5
o...CC42
. 4.0
7.4 9.4
96.4 163.3
- 0..0. 121.. -... ..- 0. ~ 0176. .-....--
67.8 133~Z
1.28
2.0.33
30.26.
2.26
. 2.507
14097. .
1.64
2.234
7824.
2.66
2.594
1960.1.
68 .4:._----.---16:-3-----1"0 .~----
.0059 0..0012 0..000.7
:?9 . 7 6. 5 5 . 0.
1C5.8
C.o.I07
16.0
17.9
C.o.OI0
. 1.5
7.8 8.3. 7.0.
.0. OQ9.~_.__._.Q..'!.Q.o.9.]----Q. OQ.92
.1.4 . 1.9 11.9
*
I I
.--L------
.----
ALL DATA REPORTED WET
*
..,
I
:C-27. ,
. ,.
. -
.' - . . . '-"" .. -... .
- .
- "-"-'. --'.---'-""" -- - ~ -.--.--.--.-...--..- -,
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,
.-.-.,..-. ..-
'----"-'-----" .
----..--..--
_.. -0'- '--'-'---'-'- --.- -----."--
PAGE
L OF 7
'.
GAS TURBINE EX~AUST ANALYSIS K~PORT - MEASURED
.- --T~G f NEE I~ I S SIC (lj"- A N-i l Y 5 is-GR O"U-;;-::-TP Hoi~E-'-2 C 3- 5 6ns-":'7i64T---"--'------ ------ - ----- --- ---. -_._--~-
C/lTE: CF TEST
6/ ';.3/11
Et\GlfJE t\UMBER
- X-37C-41
.- .--., ....---- .,- .--'---- -----..---.----------.-.----------------..-.--.-.-...----.-----.-----..-----.-.--.------.-.----
EI\GINE TYPE
- JTSD
TEST STANC
- x-
~3
EUI~i~ l: P CCt-iF IGURA T lUN -
4'C <; -H
----.----
._----
--'---'--' .-----..-.. -----"'-'~'----" ...- ._--~ __n .'-0
FUEL
- JP4C
..
20
16:13:45
- O_~ 0" 0" 9.1.5__. ----"
1188.0
7547.
1350.
p C' 1 '\ T 1\ U M e E R 1 6 17. 18 19
E TP1E 15:13: t; 15:23:41 15:30:54 1.5:54:39-
X...uE/..A__- '- -_u ,,--- ------- ---P_.__9J 7)-~.._--___Q---t;1_~_9..~- _____9_.JU 1 79 -. -. -__Q..Ol O..~~._..
H ~fILB/HR) .' 9593.0 ~933.0 3985.0 2917.0
A HIG~ RCTOR SPEECfRPM) 11~e5. 11120. 10240. 9716.
_...bl THRCST(LBS) 15520. 120tO. 6950. 5010.
S
T
I\!;> I :::V~.LJ: 1 F Ct;_R ~NC E)
C21%V)
H20(%V) CALCULATED
1..1- ~ ?.L------.1,,1~JL.t?
16.61 11.36
3.02 2.45
7~.!.~_L_____h._.JJ3 ~ ~_2L_____--}_8 ..12.._____-. .--
18.09 18.6j 19.62
1.62 1.41 1.11
C
C
N
S
T
I
T
.. - W-
E
N
T
S
NC2(PFMV) 13.1 10.0
NUIPPMV) 241.6 142.9
". NO): I L.EI l ~ - FU EL AS _N.9_~ .t.._9_..Q.~~~------_C_~.~U..Q'?-
NOXIlB/HR AS N02). Z23.4 112.5
8.6 10.1 8.2
53.8 34.1 . 14.5
o..._op.!t4_.. __--9.0,,0(> 7- -.----.Q"._0039. - ----
33.5 19.5 4.7
C02(~V) 3.07 2.51 1.67 1.46 1.14
CG21lE/lB FU El) 4.684 2.546 2.148 2.H2 1.898
C021L1YHR) 2~751. 17655. 8558. l>lb1. 2255.
-- --- ---___0____. -_..._-
COIPPMV) E.6 1l.7 27.5 49.2 132.0
COILS/Le FUel) 0.0005. C.Oa08 0.0022 0.0045 ; '.0140
rU(LR/H~) 4.6 5.2 9.0 13.2 16.6-
T I- C I P PM V "S C H 4 ) l:. 3 . 6.2 7.2 9. 1 28.. B
.__..-JJ:'~( I.L.~L1.!L£!L~.~L_,__~_QQ9~__~...!_0002 --_C!.QQ..Q~._-- ____..9~_Q.Q9_~____- .___9.. 901'] ..-. ---
THCIlB/HR) . .1.9 1.6 1.3 1.4 2.1
--_..._--.-._-~---------_.
---.--.- -------..--
. . .
_. -_._---~-----_..__._._-
*
~lL DATA REPORTED WET
*
I
IC-28.. ,,:
.' . ~
i
-' I
i
!
. 'j .
;
---~-_J
. I
I
.. .... _.. - ..
. --- -"...." r _.~...
.. -. --- ~,-'---'-'--""'.-----' 'P' -'-'-"''''-----,,- --' ---.- - ....~......._. - --... 4"
..- - ..' -~. .
.--... -. -,,".-.. ...". ..-.------
. . .
-------
- -------.
--------- -'-'-'-PAG E--'- 5-QF-r"-"-"- .._--
GAS TURelNE E~~AUST ANALYSIS REPO~T - MEASURED
.-.-------.-- --"-'-_.'~-------'-- -- - -.- --~. _.- ..._- _.---- - ---,-. -.--...--.- -.
...__.__.~.- _. ------------. --.---...-...-- -.--- -...--.-
E~Gl~E E~ISSICN A~ALYSlS GROUP - (PHG~E 2C3-565-7764)
CATE OF TEST
6/'£3/71
E~Glf\r: t\UM8E~
- X-37C-47
._~---. .-.----...----
-
- JTeD
----------_. ---.------.--------.---
EI\GI\E TYPE'
TEST ST~NC.
- x-
~3
eURNE~ CONFIGURATION ~
4 C9-H
._-~--
-.-. --. .----.-.--.-.
FUEL
- JP5
POI:-iT 1\:UMEER 21. 22 23 24
E T IHE '18: 2:52 18 :21 :56 1;3:33:26 18:52:32
.. -~.__£J .:."-.---.----.------....-.::'..-Q..-Q..Qc;QJt_.... ._9_. Q.Q..~9J ...----.Q.....9.1124......_...0. 01392.
H' Ir/ F I L 8/1- R ) " . . C; 7 C. 0 1 5 3 G . 0 3 4 B 6 . 0 5 -/7 9 . 0
A ~ICI- ROTOR SPEED(RPM) 6~80. 8194. 9973. 10772.
U TH~~ST(L8S)' 850. 1850. 6000. 10000.
S .-
T
25
19: 9: 6
-.. ._2.9.1",56.4._.......----
7657.0
11207.
13000.
"J 2 ( ~.Y..~..LP I f 1:"'1; t{ ENe EL-_I!L~e___._-TI!5.I__.__.:.._~1~_"L:i_.. --_____3 J_...3_?_.- _.! J_. .o_~._-----
021~V) 1Q.20 1~.21 18.16 17.80 11.10 .
H2GC%V) C~LCULATED 1.18 1.38 1.69 2.39 2.88
C
o
N
S
T C021%V)
1 C02(LB/L8 FUEL)
T C02(LB/HR)
JJ..__..-
E COlf:PMV)
N COIlB/L8 FUEL)
T C!JILR/f-,R)
S
NC2(PPMV) 7.8 7.C 7.4 7.3 9.1
NOIPPMV). 6.1 12.4 35.8 84.3 144.3
...:\jtJ~ I L):/~B.. F.UEL AS. NQ4) ..._.9~..Q..9_?_~_~~Q.Q~1____0.g0t>..1._.._._.9.!.QJ9.4_.-----_O. 0_1.5~_- ----
NCX (Le/HR AS N02) ,2.34.8 21.3 . 60.3 119.2
1.20 1.42
2.003 2.171
1943. 3342.
285.6 125.6
0.0304. 0.0122
211.5 18.8
1.74
2.352
8200.
2.44
2.663
15392.
2.93
2.844
21774.
.._~~----_._.-.._.._._~ .---... .-."~---~--'-'----'-"'_._-'--
46.<1
0.0040
14.1
19.6
0.0014
7.8
12.2
0.0008
5.7
THCCPPMV AS CH4) tC.! '24.6 8.5 5.3 4.0
T_tiC(.1,.8{.I,.ILfJ,!.I:J:..L~.__._._.. Q_!.9JP.L- -_9..!.QQ-~------_0..o.Q04. - -- - 0..0002-- ..... -__.0..9991_. ----..
TH(L8/~R) .3.5 2.1 1.4 1.2 1.1
*
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ALL D~TA REPORTED WET *
---.
---
!C-29 ,
. I, ,. .
.-.,--.--....
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..--.....,. _. ---- "- -'- '-.-'- .... ---"-
-------
...._____0'
-------.-- -. u_.: -_.__. -j> AGE --- 6 OF--7----------'------ -- .
G~S TURBINE EXHAUST ANALYSIS REPORT - MEASURED
_O_~Gl~'~E-EM I s$lorJ AJ~AL V S 1 S GRO uf> - --f PHOt\E-2C'3~565:"17 64'f-------'-'------" .------. -..,.---- '--"--.."""--'.. ._...~_...o .--
rH~ CF TEST
6/;'3/71
E 1\ Grill E '" U M B E R
- )(-37C-41
-.-- .'. ___'._0_- -.-- -.--------
-,-----'-'-'.'
-,---...--.. -----. - . -.- '_O.-.un_.-
'---'---- ---'------"---'----' _. -.,.
fT\GJI\E TYPE
- JI8D
,.--.-J EST S T /1/\ C
53
- )(-
EUIHHR (ONFIGUHATIGN -. 4q9-H
--.----.----, ----------.---.. --..-.-------.------------------
-----. ..---,.-.--.- -----.- .......-. -..- ... ---.. .-._.
FUEL
- JP5
pel NT 1\ U M e E R 26 27 2'8
E TIME 1S:16: 9 19:30:34 19:33:13
. X_f./..!,-....:._------ -..- ... - _.- ---- - -- _._.9_.._~J.1_~_.? ----_
-------
,--
. . ,
.
. ~ ~-~- .-...' ---.-.. .
._--~_.._._----
-'----"--+'----"---'."-
.,..- ._--------------- .-.
. .
PAGE 7 of 7
. ..._....~..._._.4__-
G~S TURBINE E)hAUST ANAL~SIS REPORT - MEASURED
Ef\G I i~E' EM I ss iCN --A'NACV 51 S "GR6Cp"-,- (PHd~E-2C"3=565-"ri64)
'--'---_-__'_4- ..-..-'.--
DHt OF TEST
6/ ';.4/71
.--- ._- .-----.-,------.--
EJ\GINE NUMBER
- X-37C-47
"E'~.G-I'r'JE - TV P E ,.':-----__,-:"_d_J T 80
-.---------
TEST STAND
- X-
53
---. .--------
BURNER CONFIGURATION -
4Qc;-H
FUEl'--' ...d ....._--..... ----.----- =---:;1>5-------
-------_._--
.--._---- .--------
. '---'pciNf-"UFiIfER 31. 32 33 3"4
E TIME S:52:1C 11:22:46 13:19:50 14:33:43
X F/A C.CIC54 C.01656 0.01467 0.01073 .
H -W F if B 7 ~.rRi--'-'''''-''''''---''---2982~-o--iri9 2 .-6---7"4'6-3-:-6---- -'T 3'9'-0' ~ iY---------------
A H)G~ ROTOR SPEEO(RPM)' c;670. 11415. 11225. 7595.
U THRUST(LBS) SOlO. 14500. 12TOO. 1350.
...---
S
T
--.---
. .
N2(~V BY DIFFERENCE) 74.c6 77.S5 77.73 79.95
02 ( ~V ) - --..--- -.-.---.-.--. -----,-- 18.06 16:"5 5 -"--f8~1f7---'--------
16.61
H2Q(~V) CALCULATED 3.52 2.68 2.83 0.58
--NC"2(PP"MV) 6.1 9.5 7.5 10.6
C NO(PPMV) 25.6 178.9 147.1 7.9.
0 NOX (L ElLS FUEL AS N02) 0.004E C.0180 0.0167 0.0027
- ... . ..----.. .. ..--.-.--.----..--..-...--....----- ---'----'-'- --'----,
1\ NuX(LB/HR AS N02) 14.2 158.7 124.8 3.8
5
T C02(%V) 1.51 2.74 2.8B 1.22
. r--c'o 2 ( leI L e FUEL) . 2.175 2.508 2.979 1. 72
T C02(LB/HR) 6L 90.' 22054. 22230. 2390.
U
E --'CGTpP'Mvj 59.9 10.3 13.2 151.4
N CO(LlYL8 FUEL) 0..0055 C.OC06 0.0009 0.0136
T CO(U~/r.R) 16.4 5.3 6.5 18.9
S
THC(PPMV AS CH4) 9.4 5.8 5.9 7.1
THCCLB/LB FUEL) 0.CC05 C.0002 0.0002 0.0004
----- tH"cTL: Sf ~1n 1.5 1.7 1.7 0.5
*
All DATA REPCRTED WET
..
I
Iq~31 "..;
. ,
I.
-..---_..-
" .
~'" ~.~.
. .'" - -
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. '-'-- .' -- '-' --..- ----- -- - '-' ----....- - '.',,-, -.. --
. ,'"'''' - .' ... ----- -- '-'~- --...-. - ...... .-.
-------
.'
.. . ..
'.
1
... -y"'-'--'.
PAGE
..--
GAS TURBINE EXHAUST ANALYSIS REPORT - MEASURED
.. ---0"'- _.~. ---.-.,.__'_h'-
ENGINE , EMISSION ANALYSIS GROUP - (PHONE 203~565-7764»
_..JL~IJ~_Q.F_- TEST
7/ 9/71
ENGINE NU"'1RER
- P-674552
ENGINE TYPE
- J T 9D
. -----. .. ,.- ----.-
TF-ST ST AND
, - p-
67
. ... -~,-_... -.-.
BUQNER CO~FIGURATION -
-- . -.- ------ -----
FUEL
- JP4C
--...-----.-------
. .- -- -.-.-----...-
PO PH NUM BER
E TIME
X , ..,- F !JA______-
H t-l F ( L B ( H R )
A HIGH ROTOR SPEED(RPM)
U THRUST(LBSt
- .----- ---_. .----
S TT2
-------
.. \ ':
-.. .., .~._..-.. _.....
----
-P-AGE-.------~----- ._----.
--.---
--
GAS TURBINE EXHAUST ANALYSIS REPORT - MEASURED
.- .-.. - ._.. --..---. ._-~---
-- -- - --.-
ENGINE EMISSION ANALYSIS GROUP - (PHONE 203-565-1164)
. 71
DATE OF TEST 70/')j/-m
ENGINE NUMBER
- P-614552
.---'-----'
ENGINE TYPE
- JT8D
TEST STAND
61
- P-
BURNER CONFIGURATION -
- 0 NOT PROPER CODE
FUEL
POINT NUMBER
E TIME
X F/A
H---W F ( L B / H R )
A HIGH ROTOR SPEED(RPM)
U THRUST(LBS)
--------
S TT2(DEG F)
T
6
14:10:34
0.01320
5865.0
11125.
10350.
96.0
N2(%V BY DIFFERENCE)
.._--~ .- ._-- ~-~..
02(~V)
H20(~V) CALCULATED
18.23
11.35
2.18
1
14:41:15
0.01410
6611.0
11340.
11550.
91.0
18.37
17.05
2.26
83
15: 1: 9
0.01510
7815.0
11590.
13100.
97.0
78.51
16.56
2.43
.----..--
NOZ(PPMV)
C NO(PPMV)
.J;J_~mUlJ3.llB FUFL AS N02)
N NOX(lB/HR AS NOZ)
S
T C02(%V)
-..-----
I C02(lB/LB FUEL)
T C02(LB/HR)
U
.- .- -. --. -....-
E CO(PPMV)
N CO(LS/LB FUEt)
T CO(LB/HR)
S
5.9
99.4
0.0127
74.2
2.23
2.567
15055.
7.9
116.9
0.0140
93.8
2.31
2.487
16606.
7.5
159.1
0.0175
136.8
2.48
Z.495
19495.
14.1
0.0010
6.1
THC(PPMV AS CH4) 0.2
T~C( LB/L~ .£~_EL L..___. ._~_O. 000.0
THC(LS/HR) 0.0
12.9
0.0009
5.9
4.3
0.0002
1.1
10.5
0.0001
5.2
2.7 .
0.0001
0.8
*
._-.- --- .--.---.---...--
ALL DATA REPORTED WET
*
~
C-33
..
..-- -- -._____R_.
1 .
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1
-....--. -. - ...--..- ""---"---"-----
GAS TURijl~E EXHAUST ANALYSIS REPORT - MEASURED
-- ------"'''--------'''--''-- .......
DATE OF TEST
ENGINE E'HSSION ANALYSIS GROUP - (PHONE 203-565-7764)
-- .-'--."---'-'."
7/12/71
ENGINE NUMBER
- P-676215
,---,".'-
E NG I NET Y P E
- JT8D
- -- - . ....... .....
TEST STAND
- p-
61
BURNER cnNFIGURATION -
FUEL
- JP4
- .-...-- _._-- -..-.----
POPJT NUMBER
E TIME
X . FI A
- -- - -.------
H WF(LB/HR)
A HIGH ROTOR SPEEO(RPM).
U THPUST(LBS)
"'----'
S TT2(OEG F)
T
.. - . _:-t~L1:Y ._BY 0 I FFER ENC E .
11?(%V)
H2U(~V) CALCULATED
1
10:33:11
0.00950
1293.0
1545.
1350.
12.0
18.41
19.21
1.11
N02(PPMV)
NO(i'PMV)
r:Jitx (.L ~!.~l3. FUFI,. AS N02)
NOX(lB/HR AS N02)
5.1
12.6
0.0030
3.8
c
o
N
S
T CO?(~V)
-'----
I C02(lB/L8 FUEL)
T C07.(LB/HR)
U
-------
E CO(OPMV)
N CO(lB/LB FUEL)
T Cr)(LB/HR)
1.1'+
1.814
2345.
136.8
0.0139
18.0
s
THC(PPMV AS CH4)
THC(Li3/LI3 FUEIL)
. <-_. - - - --. ... '-' -- ------_.-
TI-IC(LB/HR)
.31.6
0.0018
2.4
-
2 3 4 8
10:40:41 10:58:21 11:21:50 12:22:53
0.01010 0.0087n 0.0.1120 9 . O! 240__---__-
1596.0 945.0 2930.0 5465.0
9160. 6640. 9740. 10710.
1870. 850. 5070. 9550.
74.0 14.0 76.0 76.0
78.46 78.56 7R.63 7 A. 26
19.09 19.25 18.35 17.29
1.20 1.07 1.48 2.19
6.4 5.8 7.5 1.6
15.5 5.1 33.4 95.8
0.0034 0.0020 0.0058 O.013~__-
5.5 1.9 17.0 72.3
1.23 1.09 1.53 2.25
1.854 1.901 2.070 2.153
2960. 1196. 6065. 15046.
11 0.3 214.4 46.3 15.6
0.0105 o. 023 8 0.0040 0.0012
16~8 22.5 11.7 6.6
12.4 74.6 4.9 1.2
0.0001 0.0041 0.0002 0.0001
1.1 4.5 0.1 0.3
'-
*
*
ALL DATA REPORTED WET
..
- . .....,..'
{ !.
P,
- .
- .-.-.. .-. -. .--.-- .----,
C-34
. .
t
-..
.... ------'_."-'''-'--'-''-'~-~''f--''''''''-';'':-O:---~.-'-~~'''' . ..'.' - -. ~'~"._',"-.-
.. . -.... .. --.......... - '- ...... ...... _.~,''''i''- ~,..:...... .. -
-------
,
. . -'-' ._- ---..---.-- ...-.--..--.------..
.------.-p AG-E-- ---- . ~- ---._.-..-.u. - -._----.-
-.--- ,'_1- -----..
---------~---_.
GAS TlJR~INE EXHI\UST ANALYSIS REPORT ~ MEASURED
. ---. - -'.-.- -'. --- ...---..--.-.-----.
---- --_. ------ --._.-.- .
DATE OF Tr:ST
7/12171
ENGINE E~ISSION ANALYSIS GROUP - (PHONE 203-565-7764)
-._.- ---.-...- .-------
ENr,INr: NUMBER
- P-676215
------_..
:1
-------..
.-.. ....,--.------
E.NGIN'= TYPE
TEST ST AND
- J T 80
- p-
67
OUR~E~ CONFIGU~ATION -
------
..-.--------
------
FUEL
- JP4
PO I ~T NUMBER
E TIME
X F/A
-'--'.-- -... ..---..--------
H WF(LB/HR)
A HIGrl ROTOR SPEEO(RPM)
U THP:JST(LBS)
-_.-------------
S TT2(DEG F)
T
. - !'tf.i~,{ ._~.r_JH FF ER ENC E)
O?('W»
H20(%V) CALCULATED
9
12:39:37
0.01350
6275.0
10990.
10920.
76.0
78.30
16.93
2.35
10
12-;54:48
0.01420
6950.0
11155.
12000.
77.f)
78.27
16.71
2.47
11 12
13:10:56 13:31:17
0.01500 0.01560
----------_.__...,.~-_...-
7930.0 8640.0
11370. 11545.
13360. 14330.
76.0 77.0
78.11
16.58
2.62
77.47
16.99
2.73
N02(PP~V) 8.5
NOIPPMV» 118.8
NOX(LB/LB FUEL AS N02) 0.0150
_0- -. .-. ~ -- -----..-------
NOX(LB/HR AS N02) 93.8
C
o
N
S
T C02(~V)
J C02(LB/LB FUEL)
T C02(LB/HR)
--~--------
E CO(PPMV)
N CO(L~/Le FUEL}
T r!Jl.~B/HR)
S
THC(PPMV AS CH4)
T ~ C ( ~ R/ L ~. _.f.l!.~J- )
THC(LB/HQ)
'-
2.41
2.707
16987.
13.7
0.0016
6.1
0.7
0.0000
0.2
10.0
142.4
0.0170
118.3
2.53
2 . 702
18776.
12.0
0.0008
5.7
0.5
0.0000
0.1
11.9 15.6
175.1 198.3
0.0198 f).0218
-------------
156.8 188.0
-.--.----
2.68 2.79
2.708 2.709
21472. 23409.
10~5 9.9'
0.0007 0.0006
5.4 5.3
1.4 1~ 7
0.0001 O.OOOl
0.4 0'-5
I .
-.----. _._..
*
p-,~--_._~- --'. _._- ...4._-.._.~_._----,-_...__.-
1" . . .
*
ALL DATA REPORTED WET
C-35
-------
.-... .--.. --..
~_. ... ---._. ----_._-----
._._------- .-.-- ---_...... - ..-
..---..-.. .... .. .. .- .
pt\GE
1
~ - . - -...._- .... -... ....-...-.---.----..
------..--.
.- -.-. ...'--_._-~ .-.-..-. ..--.--....--.---..--.-..-..-------.-.-..
~----- - -
GAS T\"HI\lE EXH.~UST ANALYSIS R[PO~T - "1EI\SUREO
ENGI~~ E~ISSlnN ~NALY5IS GROUP - (PHO~E 203-56~-7164)
DATE ~F TEST 7/14/71
- --.. ~.~~.. ...... .-..-.. .. ..--'------'-'
ENG I ~I~ NUM~ER
- P-665705
. -.. --..-.. .... - --.- -------...---.---.
.--.--.-
- --..-. ----.
ENGI1'Jf TYPE
- JT8D
TEST ST~ND
- P-
67
......-.-- ... - ---.--..-..--
-.---.--
BURNf? CO~FIGUPATION -
. .-. ....-
. -----. -.
-.-- --.--.-----
---- ---------._-----
FUEL
- JP4C
--.._-- D a ~iT--NU "1 A- ER
E T( ME
X F (A . . -..----- .---.-
H 'tJF(L~/HR)
A YIGH ROTOR SPFFO(RPM)
lJ T Y ~ us T (L BS )
. _. -.-- .-- -. ..~ .- --------
S TT2(DEG F)
T
1 2 346
11:1q:13 11:24:5~ 11:3q:32 11:42:21 12:51:57
-__.___n.._0_9J~90 ._----Q.~ oo
-------
-.. -
. '-'-' ---.--..--...----..
-..' '..' . ~. . .
..- -----. .---.--.-.-------..
--.----... ------.---
. -- -~ -_........ ---..... .
. --...-...- ._. " - .-
..._- "-'-'------
--'-" "P-A'GE--J:--"
.-. --.-..--.. -- .......-
-..-.--- _._-- -..- ..
..---------- ------. ---_.~_._--
GA5 TU~~INE EXH6UST ANhLYSIS REPORT - ~EASURED
-------------.--- - -...-.. .,..._...-
ENr;'~E :'.qSSIO~1 MJhLYSIS GROUP - (PHONE 203-565-7764)
OATf: nF TFST
7/14/71
ENGINE NU~F:\ER
P-665705
. - --~._- -.- .-.--.-.------
-.--..-
- -----_. .- .-. .---
ENGINE TYPE
- JT8D
TEST STAND
61
- p.-
----------------
BURNEQ CONF'GUR~TION -
FUEL
- J P 4C
.....-..-.-- --
POPH NUMOER
E TI~E
X F/A
.... . --- ..- - -. -- . -
H WF(L~/HR)
A ~IGH ROrOR.SPEEDCRPM)
~L J~ R..~JS ! J 1.13 S J ,
S TT2COFG F).
T
7
1,: 3: 0
0.01310
6040.0
11060.
10700.
79.0
N2(1V BY DIFFERENCE)
. _._-_._--...--~--_._-
02(~V) .
HZO(~V) CALCULATED
78.35
11.23
2.11
, ,
8 9
13:21:52 13:39:51
0.01380 0.01510
6100.0 8120.0
11230. 11560.
11120. ,13660.
19.0 80.0
18.35 7R.14
17.01 16.62
2.28 2.59
3.9 7.3
118.3 170.2
0.0141 0.0186 -.---------.
94.2 151.4
2.34 2.64
2.573 2.655
17237. 21559.
12.7 10.3
0.0009 0.0007
1).9 5.3
1 .7 1.8
O.nOOI O. OOOJ
0.5 0.5
---N02 ( 'PPI-1V)
, , '
NnCPPMV):. ,/', .
~C1X.C L I1.lJ.fLJ_U EJ...~.~92)
~nX(L3/Hq AS N02)'
5.8
. 96.6
0.0124
74.Q
c
o
N
S
T C02('?,V)
-----..
I C02(LO/LB FUEL)
T r:02CLB/HR)
lL. ,..-.... . ...--,..----
E CO(PPMV)
N COCLA/LB FUEL)
...1- -~~ ( L p.! HR )
S
2.23
2.583
15600.
, 14.3
0.0011
6.4
THCCPP\1V AS CH4'
T '; C,( L. B tJ _~__f_U F.}, )
p-1 ( ( L B I HR ) ,
1. 1
0.0000
0.3
.. -. _.. '.-..- -..-.-..
*
*
All DATA REPORT~D Wf.T
C-37
. . - ...-
- -. - --~. ~ ~
..- .__.._...- '------""-.-
, I
-------
, .
.. -... - --.
- . ..__. ._--. ---... -- -. - - ,.-. - ---. ------.-----...--. --..-...- ...u .
. ..',.._- u-
".'---""--"-,---- .--.,. -'n.... ..--
PAGE
1
. -- -. ..--.. - . . -..--.-- .-----.,
----..-------.
GAS HJO[HNF EXHAUST ANALYSIS REP'1RT - "1EASUREO
- -- - - . ..... -..'. .-.,.- --. --""".---.--.--------" __h____._-----.-------_._--.. .... _.--
..-. ..... - ... .
ENGt~E EMTSSION ANALYSIS GRnUp - (PHON~ ?03-565-7764t
OAT~ OF TFST 7/15/71
. .-..- '-.. ---.-.....------.---
-----.--.. ---
ENG I f\:E ~,IU~OER
- P-665706
.. .. . - ..-."---------.-
- --. .--.-.-...
E Nr. tr, F T Y P E
- J T 8D
TEST ST~ND
- p-
67
.'-_.-_. .--.," ----
BUR~E~ CONFIGURATION -
. --- ..-------.------..--
.-----
FUEL
- JP4
.---.--.
PO I "JT ",IUMBER 1 2 3 4 7
E TIME 9:21:16 9: 33:10 9:4'1:20 9:50:44 11: 1:40
X ,f t~ '----'-- 11. ()()864 o. 00
-------
1---
4
.. .
- ---.-.-----..-...-.- _. .-. - - -. ._.. .. ..- .. .~-_. - -.
.- -. - .-..
. -. --~"...._.. .---. ...--------..
PAGE
~
. -_.- ---..... --~- ...
..- --..---.......
-.--. ..--".-.-.
.----
-- -.-.- ..--,. ---.-...-.
GAS TUP P I :~F. EX~PIUST ANI\L YS [S RFPfJ!H - ~'iE ~SUR.ED
.. .. n - -...-- -. - -.--.-. ----.-...----...-----..----.--.-..--.-..-.u_-- ----.-.--...-----.--..-..
ENGUlf: r:'HSSION "N~LYSIS GROUP - (PHONr 203-565-7164)
DATE OF TEST
7115/11
-.--.. ..--- .-.. ..-
. .. --.--... ..-..----.
FNG I NC: ~W'AER
- P-i,65706
_. ~ -. -- -
. ..... .--.'---
E NG 1 N ~ T Y P F.
- J T 80
TEST STt\~1)
-.------.---
67
._~_._._-
- P-
f\URNE-~ r::nNF IGUR!,T ION -
--...--- -.-.--....--.---.-----
FUEL
- JP4
--------'" -,- --'-- ...- _.. ..~
:!
--.----.---.-... ..... .--_.. --...-
.------..-.---- .... --_..-
..-.--.----
POI~T NUMBER 8
E TIMf 11:13:13
X.... .F.I.A..__.- ---_.._----_._._----____~_1360
H WF(L~./Hq) 6780.0
A HIG4 QOTOR SPFEO(RPM) 11175.
U THFUSTILI3S) 11850.
.----.- ... .- . . --...."..
S TT?IOEG F) 14.0
T
"J~ <. W13Y__.9J FFEB_ENCE)
n.2 I 'f.V )
H2CI~V) CALCULATEO
78.11
11.20
2.31
9 6
11:29:44 11:40:23
f).()1470 0.012 'JO
ROIO.O 521'5.0
11500. 10840.
13600. CJ540.
75.0 16.0
78.00 78.45
16.78 17.51
2.'58 1. qq
8.1 8.2
161).3 85.9
0.0181 0.0124
149.8 65.6
7.63 2.04
2.117 2.583
21764. 13623.
10.8 17.0
0.J007 0.0014
1).7 7.2
6.1 3.<1
0.0003 0.0002
2.0 0.<1
-..--....-. ..---..-
-"-- .-..-----
----- - .---..-.-
-.-..------.
_._---
N02(PP;'W)
Nn(pp"1V)
~0..x_U.~!!-JL_!:UEl,- AS N02)
NOXIL~/HR AS N02)
8.3
120.0
0.0150
101.5
c
..(L
N
S
T C071~V)
I C02(L!-I/LB FUEl.)
T cn2(lf)/HR)
. It.._- .--.--.-- . ..------
E COIPPMV).
N CO(LR/LB FUEL»
-.J__._SO I L~/HR)
S
2.37
2.644
11925.
12.5
0.0009
6.0
THC(J>PMV .AS CH4)
..__--_T~~J.L l~l!:J~ FUEJ)
THCILR/HR)
5.8
0.')002
1.6
.-.- ------.-..
---
--..-...----------
--..-...
-.---. ...-
.---...
~.- ---
.- .--.. ------------.--.
. *
*
..-..,.,- .-_. -..-.-.-.
All DAT4 REPORTeD WET
-------
C-39
. ~"-'_._._---' .
..- . ..-- .- .--- -.... ...... - .
. ._----~_.._----..~..
-------
.
-- .
.. ._......
- ..__0'_' -_. .--' . --_.
." 0.0' --..........-.----..--.---------.--.--- "-- -.
--- -- ..--. -- .-.-., -
.-O._.h- .-'"_d ..-. . -_..
GAS T!Jr~BI~F EXHAIJST ~~Hl.YSIC; REPORT - ,"1FASURED
PAGE
1
---.----.
..- ... '..' .... ...---- -. ",------,--,,"--'-'-'---'-'-'.-----'--'--'-----'----'" -----
-'___-.0'--,-
... .
ENGr~~ ~~rSSION A~ALYSIS GROUP - (PHONE 203-565-7764)
OATE nF TEST 7/16/71
.- - . ._._- ..,' __0. -------.-------.---
ENGINE NUMBER
._------
. ...- .-
. - ------- ----_uo
ENGTNE TYPE
TEST STAND
- P-66510B
------...----.. -.
- JT8D
- P-
61
BURNER CO~FIGURATION -
....-- - - .._._-- -.-
----,----
FUfL
- JP4
-----
.--------....
.---- -.-.-.----
-------
pntNT NUMBER
E TIME
-~- ___f '--~---,-
H i.JF(LB/HR)
A HrGH ROTOR SPEEO(RPM)
II T~_RUS!.(LBS)
S TT2(DEG F)
T
- -- - --~£J ifY - -~-~_~1£X£R ENC ~ )
02(~V)
H20(%V) CALCULATED
1
31:28:42
_~~_9940
2911.0
<}900.
5100.
80.0
78.15
18.38
1.41
2
31:42:53
0.00850
899.0
6675.
140.
83.0
19.69
18.39
0.94
l 4 '>
12:18:11 12:32: 1 12:43:56
() _! 0 12 40__~_SH_33 .2-- -Q_'!-O.J!t lQ -------
5340.0 6106.0 6815.0
10935. - 11140. 11340.
q~oo. 10150. 11929_"-___-
~4.0 84.0 ~4.0
19.31 79.24 7 9 .gJ~-----
16.51 16.26 16.09
2.fJ5 2.22 2.39
7.8 --.--
8.8 9.1
85.3 105.1 131.8
0.011 9 0.0137 0.015_L_-
63.6 q3.5 109.4
2.11 2.27 ?__!~-
2.579 7..591 2.633
1l710. 1587.1. 13102.
--------
17.4 13.8 12.0
0.0014 0.0010 0.0008
7.2 6.1 ~.!_6
3.3 4.6 3.2
0.0001 0.0002 0.0001
0.8 1.2 0.9
, ~Jn2(PPMV)
C NO ( P P~1V )
u9--__~_Q.Xlb._BL1.tLFUEl:- ~S N02)
N NOX(L8/HR AS NOZ)
S
_L-~02 (a:.y)
( C~2(Le/LB FUEL)
T C02IL9/HR)
_11_- ------ ---
E CO(PPMV)
N CO IL B/l B FU E l )
T .sOIJ.I3Lf_-fR)
6.1
30.9
0.0062
18.2 -
1.46
2.350
6840.
44.8
0.0046
13.4
4.7
7.2
0.0022
2.0
0.95
1 . 700
152 9~
227.7
0.0259
23.3
s
THC (PP~W AS (HI...)
----- - T~GJ~~/L!LFUj:J::)
THC(LMItR)
6.0
0.0004
1.0
102.1
0.0066
6.0
.-..--- --
*
-' -
*
ALL DATA REPORTED WET
C-40
------------.---
-------
. ,.
.--
~-- ._._-~.....
. -----.-.------.----.--------.------.--..-.--. .--. -- --..".- .--
.----. - .- .-'..
PAGE
~
.-----..----
GAS TU~18INE EXHAUST I\NALYSIS REPIlPT - MEASU~Ef)
. . ... ..-..- .-.. ..--.----..---.------ ----------"'-'--------'----'-"----..-------....
ENGT~E EMISSION AN~LYSIS GROUP - (PHUNE 203-565-7764).
.-. .. _. -...
o H E rj F T F.S T
---------., ..'... .._--"-
ENr,INE r-:UMAER
7/16/}1
- P-665708
...-- .._- . '----'-'-~-'-'----
. --------.
ENGTNf: TYPE
- JT8D
TEST STAND
- P-
67
----
BURNFq CONFIGURATION -
'-'.-.- .- --------
-----
FUEL
- JP4
POINT NUMBER
E TIME
X F/A
-----_. - _.. '-."---------
H WFIU3/HR)'
A HIGH ROTOR SPEED(RPM)
h...!!_--I-~~~5J ( L B S )
S TT2 PJEG F)
T
-. --- ,,!.~ C~\L_~.Y_9J FFERENCE'
n ~ ('f.V )
H?O(~V) CALCULATED
6
13: 1: 30
0.01520
8130.0
11635.
13650.
84.0
7A.91
15.64
2.69
NOZCPPMV)
C NOCPPMV)
_.Q._._~9_XJ_L_~/LILfUfI" AS N02'
N NOX(LB/HR AS N02)
S
T
I
T
.JL
E
N
10.4.
174.5
0.0193
156.9
C02 ('tV)
C02(LIVlB FUEl)
C02(LB/HR)
2.74
2.739
22267.
T
COCPPMV)
CO C L ~ / L B FU EL )
UJCLB/HR) .
10.3
0.0007
5.3
s
THC(PP~V AS CH4)
. .....--_1.!:t CJ I,., ~~ L~ FU E.L .
THC(LB/HR)
1..9
0.0001
0.6
.----- -~-_.. -_.-
'*
ALL DATA REPORTED WET
.
..-
C-41
" \
.~_._-_._- ..
.,._-_.._.. -
-------
I - --~-----
. .
.. t...~. ..-.- .- -..
-_._.~ .--.-.- - .4__-____4'-4.____.-----------
'--"----.-.-.-"--- '-'-~--'
GhS TIJ!H\fNE EXHAUST A.'\Jl\LYSIS REPORT - M~ASURE!)
-----.-. --.
-.-..--.-.-... -_._-_.
PAGE
. .,
---~____.4__._- _.'----._-- -".' _..- ..----.-
. .-.- - -..---.. .. .--- .._.~- --- .---- ----. -- ~--------_..._..._- --~-_._------------- .-.-- -....----.-. .-. . - ..-..-. -. ----''''
DATF r)F TEST
7 I 20 /7 1
ENr.INf. E~ISSION ANALYSIS r.ROUP - (DHONE 203-565-1873)
ENr;IN~ NUM8ER
- P-66c)709
----~----_.- .--.-- u_-
..----..--..-- ..-.- .------
ENGINE TYPE
- JT~f)
TEST STAND
- p-
67
---------
BURNE~ CONFIGURATION -
. - --... .-. -. -.-- ..-.
-.---------.'.-------'--. -- - .-..--- .---.---.--.
FUEL
- JP4
u_- - - -'---'-'---.
_...- - _'__--M_' -- .
'----'--" ----..----
"-po INT- NUMBER
E TIME
X F/A
----.---.--
H WF(LB/HR)
A HIGH ROTOR SP~E!)(RPMt
U T~RUST(LBS)
..------------
S T T 2 (D F G F J.
T
1
1l:33:37
0.008RO
908.0
6620.
S10.
72.0
N?(~V RV DIFFERENCE)
..- -_. _._----
02(~V)
H20f~V) CALCULATED
79.23
18.86
0.93
..---------
1
11:41: 1
0.00950
2843.0
9790.
5000.
73.0
79.46
17.74
1.37
4
12:43:53
0.01210
5250.0
10810.
')450.
74.0
79.67
16.1A
2.04
---
5 6
12:59:50 13:11:31
0.01300 0.01360
~_._._-_._._- --------.. ..~...._--
6035.0 6675.0
11030. t1205.
10770. 11950. .
----_.__..._--------_.__.._---~-
74.0 76.0
19.82 7CJ.70
------. ..-. ------.----.------- .-. - ..-------
15.77 15.43
? . 1 7 2 . 40
_._--
NO?(PPMV) 4.5
NO(OPMV) 5.8
~ Q ~ J L R ~ L!;LE~£.~ .__~~~Qli__~_O 019
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C
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..-..-----..
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T C02 f L B / HR )
U
- -- ---.- ----.---.--- -----
E CO(PPMV) 184.3
N C~(L~/LB FUEL) 0.0202
.:r_--~.O (L B/ HR ) 18.4
S
0.95
1.639
1488.
9.9
29.8
0.O()66
18.8
1.42
2.261
6427~
47.1
0.0041:\
1~.6
10.8 9.A 9.1
7A.6 98.2 120.5
O. Q_U.I.___.~L._OJ_:t?_.._-_.._---Q !_OJ51- .------.
61.~ 79.5 100.9
2.10
2.629
13804.
2.23
2.600
15689.
2.46
-'-"_--_4___'._"---.----
2.742
18305.
'-"-------.-- .-..----..------..---...-- -..- -.-----
14.6 12.6
0.0011 0.0009
6.5 6.0
-.--.-----------
THCfPPMV AS CH4) 64.2 4.~ 3.6 0.5 1.3
TI~C (L ~/ L B - ~y'~L .)----------_..._Q..!-Q.9~iL__- o. o...Q0-=~__9_,,-OI)Q'?'_._-_.- -- Q!_Q.QQ.~ --.-.-.-.':>-.. Q.Q.().L-.----...--.-.
THC(LR/HR) 3.1 0.8 O.CJ 0.1 0.3
C-42
---' "-'
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17.5
0.0014
1.3
-------_._--
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* ALL DATA REPORTEO WET *
'.
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GAS TUPBINE FXHAUST i\N~LY5IS REPORT - MEASURED
. ---- .. ---. _. --- - .--. - --.-.-..-. --.--..--- -., '--' -.. ....-- -. ---_...._- . .-.-.. --- -- .-.----.- - ..-... - "'--'-" -~-- - .
- ---....' - -_. ..
DATE OF TEST
.------
7' I 20/ 11
F.NGJNE F~lSStON ANAlYStS GROUP - CPHONE ?O,-56~-3811}
ENGI~E NU"1RER
- P-665109
---.-.---. --
ENGtNE TYPE
- J T RD
_....... -----
. - .....-- ..0'__"
. . '-----"----'
TEST ST<\NO
61
-----.--.
- P-
BUQNEQ CO~FIGURATION -
. ._- ._- -- .
- --.------.
- --"------'------
FUEL
- JP4
--._--- ---. . .. --_..
POINT NUMRER 7
E T[M~ 13:28:27
..~--- FL~- - u-- ._u ---- --------Q--._QJ~-~_O
H WCClR/YR) 8000.0
~ HIGH ROTOR SPEEOCRPM) 11525.
U THRUSTCLBS) 13600.
-.- .._-._- '... - ,.-..--- -
S TT2CDEG Fl . 77.0
T
N 2 ( ~ V -- _9- 'f-..P lJ F~_~.s.~~ EL-- 1 q -'!-~----
n2(~V) 14.89
H?OC~V) CALCULATED 2.63
8
13:50:40
0.nOB80
908.0
6530.
780(
71.0
--------
81.72
16.27
0.98
.--.----.
---I'IO? (PPMV»
C NO(PPMV)
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N ~OX(LB/HR ~s N02)
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T COCLr\/HR)
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10.8
168.3
0.0192
153.6
7..68
2.150
21998.
-.--'-------- ----
10.6
0.0007
5.5
THC(PP~V AS CH4) 2.0
-- -- ___I~~H..1~~_L.~_J_\)_ELJ_____------~~.Q.9J
THe ( L B I HR ) O. 6
6.7
5.1
a.0021
1.9
1.00
1.711
155C}.
197.2
0.0216
19.6
64.51
0.0040
3.1
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. * ALL DATA REPORT~D WET *
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C-43
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PAGE
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GA<; T'J~'HNf EXHAU'Sr AtJ~LYSIS P.r:PO~T - f~F"SIJRf.n
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EN~I~~ EMISSION ANALYSIS GPOU~ - (PHONE 203-565-3873)
..J)!~ 1:- _.J ~ ._I f5J'_3J.21LIL---,-__.-
ENr,IN~ NlJM~ER
- P-674';'50
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-- ... . ..
E W; PI F. T Y P E
- J T ~D
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. - P.-
67
BURNER CONFIGURATION -
_._--------
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"-"--'--------- -------. ___._h
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FUEL
- JP4
POI~T NUMBER .' 1
E T I"1E . 16: 43:27
'5. _.F(.~.( ST_".._l_1lli.GQRf'i.L._...' 0 --009-6.0
H WF(Lf3/HR) . . .'. ;' . 2833.0
A HIGY ROTOR SPEEO(RPM)' ',9~60~
__tl_._rqplIST(LBSf" . 5000.
S TT?(DEG F1'; . . 81.0
T!,
... .N 2 L"! V. B Y ._.Ql£EE.!.tEtiC..E..L-'
t1 ? ( 'f, V ) '!' .' ,,' .
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2
16:'5R:7.0
0.()14QO .
8195.0
11650.
11830.
80.0
, I
78.60 71.97
18.71 16.88
1.32 2.54
6.8 8.h
3(..0 161.0
0.0064 f).0187
18.1 153.2
1.36 2.5Q
2.151 : 2.642
6093. 21653.
'40.0 11.0
O. 0040 0.0007
11.4 c;.~
Nn2( PPMV» .t'... .
C NO ( P P M V ) :: t j.. . . .
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THCPPMV AS CH4) 4.4 1.8
TliC (L R/L ~.._.FU.r:=L.L._.____..Q-,.DDI2.L__-1L'!..QOiU
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*
ALL DATA REPORTED WET
C-44
-..- -..-- ..-..
...--.... -....--'.". -----....-...
.. "~_...'"''
---'--
'3 4 5
17:3~:43 17:53:15 16: 6: Q
.Cl..0J.2J9..__.._.0..01.2QO .... ..0.. 0 1.~60.. ..-..~.-
5160.0 6150.0 6~65.0
10945. 11150. 11330.
95- '50. lQ?..2('1_~_..:~_1..2..Q.QQ ,-.-.--
Rl.0 ~1.0 81.0'
7 ~9- ___L'it.17
17.54 17.24
1.96 2.26
.7. ~_._Q'3 .---.----
17.01
2.42
7.3 7.7 S.Q
87.2 105.1 123.7
_-0. --DJ..1..L__--.n ...Cl.U9._-------Q.. P.l.5 5._..___...---'
66.4 B5.3 1',16.2 '
2. 'H
2.520
13508.
2~2
2.127
16773.
2...!.tL..-
2.159
1SQ41.
-.---
16.6
0.0011
7.1
14..1
0.0011
fL~2-..
12.1
0.0009
Q.,2...
1.5 1.3 1.2
.Q.~.')!lI}L___Q ..09QJ.- ._._...J)..~_')!)..9J__. ...--
0.8 . 0.3 0.1
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PAGE
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Gt\<) T".J'">.'\r~E FXH!\lJST Af\Jt',LYSIS RFDORT - ,\1EASURfD
----_. --"-'. ---.--- .-------..-.-- .......
. _._- ..-- -. -.--.- .- .---- ...-- .--.--...--. .--.--- .-
EN~TN~ r~r5SInN ,NALYSIS GROUP - (PH1~E 203-5h5-~873)
.- I)J~ I-~ -. (l E p: 'i.T_---_.J L? .U.V_----
E NG p.: c:
- P-674550
0!U T~ER
..- .n . ---....- "_40 --- .------.
.... -.-----------.-------.--.----------..-.-..-------- --- "---"
ENr;I!\;: TY!)'=
- J T 80
_I£5..L ')IAN_'1
-' p-
67
---- ..-----------...--
BUq~ER CONFIGUKATION -
--_. - -. -.. ...
- ..---.---- '--- .-.-----.
FUF:L
- JP4
----'--.- ----..---.--.-. -----...-----..--
..------.-----
------
D~I~T NU~BER 6 7
E T I 1.1 E . 1 8: 1 3 : ? 5 1 A : ~ 1 : 4 1
. X. .. FJ f\ (ST h._..J .J)':~.KJ1Q_~L. -_.~_U;U.J.Q-L-__.Q~J}jB6Q.._- ._~-----_.
H W~(L~/HR) . 9195.0 912.0
A ~H l; H I~ tJT" R S P F. E D ( R PM) 1 1 6 50 . 6 540 .
.L! .. .1.:_':IE~J.~!J.l,...:"-~l__- 1 '313 00. ~ 00.
S TT?(DEG F) 81.0 Rl.O
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..-.---..-. ..-- .-.--.. ...--..- -_4'_-'_" ... -.-~--.
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(V ( '~V 1 1 6 . 6 '3 1 8 . g 6
~~O(WV CAL~UL~TED) 2.67 0.86
-~._-_.__._--------------- -4.. ----.--....--
--.--.-----.
~Jl12 (PD/W)
C "J;)(DP~V)
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N (n ( L ::1./ L P. FU El )
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9.7
162.3
0.0234
1
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GAS TUqRINE EXHAUST ANALYSIS REPORT - MEASUREO
---.. ..-.-. ......- -..-- --,,-------'---------'-----'---'---' '-"--._--_..-~'--"'''''',-
- --"-'-- .
- -
ENGINE EMISSION ANALYSIS GROUP - (PHO~E 203-565-3873)
.__...Q~IJ;_Q.LI.£~L-.J~ 1 1 q 1 7 1
ENG INE ~'J""BER
P-666987
. ... .-. - .
. -' - --- .-.-_.__._-
ENGINE TYPE
- JTRD
~..5_!_i~~O
- P-
67
BURNER CONFIGURATION -
10
_'_n .---. .. -- _. --
- _... . -- - --
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- JP4
-I
-.-----'--...---------.-.-------.----..
PO I NT NUMBER
E TIME
. ~ .. .. .~.(_A (. ~1.~.-1.. UN C ~l~BL_.
H WF(LB/HR)
A HIGH ROTOR SPEEC(RPM)
-Y. T ~ ~.V_~J L B S )
S TT2(DEG F)
T
1
17:13:14
0.00959
- 2929.0
98eO.
5040.
84.0
~?J 'f.V.. .GY.._D I F.f..fRFN CE)
02(~V)
~20(~V CALCULATED)
78.43
18.26
1.63
2 3 4 5
10: 1:32 19:11: 7 13:22:40 10:30:54
o . Q..L2 3 4 ~_~.D.U.J..~___._(L~Q..!J..9'~H_.J!.!- Q1. '2.9..2---__._-
5375.0 6190.0 6960.0 ~lq5.0
10910. 11125. 11294. 11590.
9520. 10850. 1 !..2~__._ilI2..n_~__-
82.0 82.0 81.0 80.0
78.35
16.93
2.32
78.20
16.67
2.53
7.iL!.2.~.- ____.L8...D5
16.41 16.07
2.64 2.90
. .- ,._.._...~
-----
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N02(PPMV) 6.5
C NO(PPMV) 0.0
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N NOX(lB/HR AS ~02) 3.2
S
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T C02(LB/HR)
.1). . _..... - .. --- ---.-... ._-- ----....--
ECO(PPMV)
N CO(LB/le FUEL)
-L-_-~O (L 81 HR)
S
1.68
2.652
1767.
. 49.3
0.0050
. 14. I)
THC(PPMV AS CH4)
---- . .IH~ CLen..JL.EUE!.:.J
T H C ( l B 1 HR )
5.9
0.00Q3
1.0
9.1
85.9
0.0122
65.6
2.33
2.927
15733.
18.5
0.C014
7.8
3.3
0.0001
0.8
9.1 9.1 9.4
105.2 124.1 166.0
O. 0136 ._...~.! QJ?1--....__0._0_~_B~__.__._-
84.2 103.9 151.1
7.53
2 . 941
18205.
2.69
2.928
20087.
2_. 95
2.971
24347.
1 5:-0-----i-3: 2:'----10-.-1-'---'-
0.0011 0.0009 0.0007
6 . 7 6_!~_... 5 .6
3.2 3~5 4.5
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a.8 1.0 - 1.4
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ALL DATA REPORTED WET *
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GAS TURBINE EXHAUST ANALYSIS RFPORT - MEASURED
. . --~._-_....~-- .,~--,--._'---_w'----'_.._'------'--'-'----"'-._--'_.' '---..---... .-.--..'. ,.. - --.
ENGINE E~ISSInN ANALYSIS GROUP - (PHONE 203-565-3873)
n A I.E.'H_Q::. .. T.£~ T
8/ l<}/71 '
--.----. "-'--'-".--
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P-666981
.,
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- P-
67
BURNE~ CC~FIGURATION -
B/M
-..-.- --..--. - -
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FUEL
- JP4
--.-----.----------
POINT NUMBER 6
E TIME' 18:45:29
-~__._.F l. AH( ~J_A_.I_l!~(:Q~R..L___~_! 00846
H WF(LB/HR) . 911.0
A HIGH ROTOR SPfFO(RPM) 6680.
.~--I~~~~T(LBS) 840.
S TT2(DEG F) 80.0.
T
.---_._--_.._.._~_._-
----.-
N Z ( % V ..In'_..p I F LI; R EI't~ f )
02('!:V)
H20(~V CALCULAtEO)
79.60
18.54
0.91
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C NO( PPMV)
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N NOX(L!3/HR AS N02)'
S
T C02(~V) . 0.92
I C02(LB/LB FUEL. 1.657
T C02(LB/HR) 1510.
!).....- -. -. '-'-"---"--'--'-----''''-----
.E CO(PPMV) 195.2
N CO(LB/LB FUEl) 0.0223
._'L-..~.9.J L B/ HR J 20.3
S
2.3
6.8
0.0011
1.6
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THC(PPMV AS CH4) 31.1
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* ALL DATA REPORTED WET
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*
,
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GAS TtJRRINE EXH/.UST ANALYSIS REPORT - MEASURED
- .. _. _.~ .
----....-. -----_._.._0_-____-
_._----- ------.-----.. --- -.-
.-.--.-.-... .-
ENGINF. Er-1ISSION J\~ALYSIS GROUP - (PHONE 203-565-3873)
-_.J:J. A l ~- Q f __I F.5L _.fLI 20/ 11
---.------ --~.-.-.
ENGINE NU"'1HE~
- P-666988
.--..--.- .-------.-
-.--- ._------_.. ---...-- .'-".--.
E NG I NET Y P E
- J T 80
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- p-
67
_0._____---
BURNER CO~FIGURATION -
8/M
- --.-.--
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------.-------.---.--........- .
FUEL
- JP4
.-..- ---., -..---- _...-
----.----
POINT NU~BER 1 3 4 5 . 6
E TIM~ 13:59:54 14:38:44 17:14:18 15:31:50 15:41:21.
~- F/ A f S T.\ 7 _.\JNCClR!:U__.. ----Q.. 0_Q9J3..2.___-P....!-D_Q3 4~___~LQ12.:tl_._Q_~.9J_~1.2.__n__~L!.QJ-'t~HL_._n__..
H ',oJFfl9/HR) 2932.0 910.0 5280.0 5990.0 6860.0
A HIGH RJTOR SPEED(RPM) 9920. 6745. 10925. 11120. 11330.
Jl. __T H.~ US .T J.~-~--- 50 59- . 890. 9_"35 0 ._._--LQ.?5_Q_!'___.._...Jl.~-g.Q_!__. - -
S TT21DEG F) 87.0 86.0 88.0 88.0' 87.0
T
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02(~V) 18.40 18.09 17.07 16.78 ]6.41
H20f1V CALCULATED) 1.63 1.05 2.32 2.48 2.67
.-----.-- -
c
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N02(PIJMV) 9.5
NOfPPMV) 34.6
NOX f L 8/l.A___fU.EL. _AS_.NO..2J__Q..._OO.Il
NnxILH/HR AS N02) 20.7
5.3
0.2
o ..0 D 1 0
0.9
9.7 9.9 11.9
85.7 102.6 127.4
O~JUR______Q ._0_1..35__- -- .0... 0_t5L. . -------
64.6 81.1 107.8
1.68
. ?. 572
7542.
1.07
1.921
1 748.
2.'38
2.918
15407.
2.54
2.919
17484.
1..73
2.943
20188.
.-----------.
-----------.-.---- -.---'_----_4______--..- _._-~_..
41.9
0.0041
12.0
189.2
0.021 7
19.7
17.4
0.0014
7.2
14.7
0.0011
6.5
12.7
0.1009
6!.L----
THC(PPMV AS CH4) 5.9 29.6. 4.9 3.2 3.3
THC(lR/LB FUEL) 0.0003 0.0019 0.0002 0.0001 0.1001
T HC (L RI H~) -..---.. . ----"----'----l~-o-----'""l:B---- -----1-.2-- ------- .-. --O~8'--'----' ... "O~9---"---'-
---.---.-, ----.
- - .-. ~
-,..""~-'4.-
. -.,-.-.-.--------,------.----.
* ALL DATA REPORTED WET
'-----'-----~----"---"-- -.-'___..4..- ~--- .
*
---
C-48
i
.1 .
--.--.-- .. ---. .-... - '-----' ..-~-_. .--.,...-.......'-----.-'---'-
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. .' 4.".'.".-" 0"""_. .-....' .. ,
-........- '.'---'.---..
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-------
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- - .--.---.. --.---. --.---.-.-. ---....----.--.-... .
-.--..- --.-..... . .
. ¥..¥ .- .
PhGE
a-
..~.... ..., . --_._-
~.. .. -- '--- ~.- - ..... _. _.~..._--- ....-.-----.-.---..------.---
----.------- "" -.--- _....
GAS TU~P,I~JE EXH~IUST AN.AL VSIS RfP:JqT - MEI\SURED
..-. . .-. - -- ..- -. -
- ------.- .-' "-- -_._----_._---_.._~ .----------.--- ._--._-.. -. -- ,-~_.
ENGINE EI.\ISSroN ANALYSIS GRflUP - (PHflNF 203-565-3873)
_...0. ~ LI;. .OE.. J.~2 L._~~I 20 In
----- -._--~-
ENG I NE NU'Af3ER
- P-66698R
. .-.--...-.--..'---' ...-.'--_. "---'''---'----.''-'--'
'--------------------~------'-"---'-'-----""-'- ......... ..--.---
ENGINE TYPE
- JTBD
---.1 t;S.T_~ T. .,\~D ---..-.-
- P-
67
._------_.- -.------.-.-..
BURNE~ CONFIGURATION -
10
-. ~. --_.--
.--.-.---- ----'--'.- --..------------ -'-----'-' -----.--------------.----..- --...-.--.- -.---... -_. -- -""---"'- - -
FUEL
- JP4
~_.~..-..-...-- -------"---
---------
E
X
H
A
.U
S
T
POINT NUMBER
TIME
FI A (S T A 7 UN_COR B)
WF(L~/HR)
HIGH ROTOR SPEE:D(RPMt
. r YB U ~ T..!J :~$..L_-_.
TT2(DEG F)
7
16: 1:22
-_u_-y ~_Ql~U____--_._------_.-
8110.0
11640.
1 35 ?9 .;
87.0
---~-----------._-----_.._~. -.-. -------
---...-..-.... ..- ---_.
N2 (%V. _B_V.f,UFFJ.?:_£N.('U__:....77-!r;6
02(%V) 16~06
H2n(~V CI\LCULATED) 3.15
_.__._~._--------_._------- ------.. .w. .. ._-~.
-.-.---..--
c
O.
N
s
.I._..~g2J_'1\[_L__~.
I C02(L8/I.B FUEL)
T C02(LR/HR)
U .. . 'p--p-"--_"___h__".._..P--"
E CO(PPMV)
N CO(LB/L8 FUEL)
_L__C:.D..U-J31 HR)
S
I\!02(PPMV). 13.3
~O(PPMV) 165.7
NOX (L ElL R._fUJ;L _!~.5__Ni)Z.L__Q~_Q_l:3I__-
NOX(LB/HR AS N02) 151.8
---- -'--'---'---'---~- -_._------ "---.-.---..
3.20
3.204
25986.
-------------
-'-------"---------'--"---------- ---.. ...__._~------_._-- ..-. -.-..-,-..------.- ..-.--....--
- ----.._--- ._-
10.6
0.0007
5.4
,
'-'---------'
THC(PPMV AS CH4) 5.0
-- . .T H C ( L (\/ L.8 . FJ) EJ L...__- - --------Q_!9-.
-------
..1 . -. --.---
PAGE
1 OF 7
G '\ C; T U R B IN E [)( H ,(\ U S Tt; '\J f.\ L Y S T C; f~ f P n R T - MFA S I JP. F 0
rNGr~r EMISSION AN~LYSIC; GRUUP - (PHn~r 2a3-~65-lB73)
DAT>: nF T!:ST
71 7/71
E"'G['.IE ~W"1RER
- )(-4Q')-14
F I\)C I ~~ r= T Y P F
- J r-m
T[ST STANn.
- x-
7
RUQ~t~ [JNFJGUPATION -
10
F LJ.: 1-
- J P 4C
P f) 1\ T NIJMf1Ff< 1 ? '~ 1+ ('
)
F T T '.1;' ,~1:21: 1 21:38:41 21 : 48: 1 2?: 1: 1 2 ?2:l~:11
X r / ,\ / S T.f::. 7 UNUJRR) o. ()08b~' 0.00910 0.011 ItO O.01tJRO O.OU~?O
H 'oJ F ( L n 1 H~:) 17,2.() ~071.0 li246.:') 11'179.0 14183.0
t. '.~ I I;'; RUT or< S PEE i) ( 1< p !'V1) ItS) 294~~. 4028. 10167. 31.208. ::'>6753.
S T T ? ( I) F G F) Q1.6 BO., 79.,'+ 78.4 78.2-
T
:\J 2! ';V r,),y [; I }- F F !~ eN C E) 78.27 76.1~. n. ~6 n .24 77.12
'1 :~ ( ?, V) 1'l.4~ 18.45 17. () '1, 111.04 15.61
Dr1(f,V C.~,LC.UI \ T Ff') I 1..'58 1.67 2. 1 '1 3."3? 3.6")
'!'12( fJPV,V) 4.'5 8.1 9.0 12.5 16.7
( \If 1 ( r p :-1V I Q.3 12.0 41.7 :>2A.O 319.4
() '\j '1 X ( L F / l.f~ FUFL AS NO 2) O.n025 0.003') 1).1071 Oo02~5 r).0293
I\,J i\j 1X(LR/HR AS r~ o? ) It . ~ 7.3 7.0.0 i67.5 41.5.7
S
T r I' ? ( ,f, v ) 1 .59 1.68 2.2li 3.37 3.64
I U',2/LQ/1 f\ rUFL) 2.7V, 2.8 Olt , 2.911'5 3.04:3 3.l133
T Cr')2 (ll~/Y~ ) 4 7'~'1. I) ROa. 1?67~. :l,61/t'J. 1+301P.
U
J:= r'l(pD"ilVI 4Ri3.0 361.5 8Lt.2 12.2 11.0
N CI1(LP/LR FIJEL) 0.(531) 0.0384 ().()071 D.0007 (). 0.0 a f>
T C 1 ( 1I~ / HI', J Q2.7 7 q . It 30.3 ~.3 3.3
50
TI~C r ~)PMV IJ S (l14) ?43.0 68_9 14.7 6.3 5.8
r'iC(LK/L~ FUrl) 0.0152 . 0042. o.n>]!)7 (}o,J002 0.0002
T1~C(LQ,/Hf..~) ?A.4 8.7 3.0 2.5 2.5
,.
~l.L oaT~ PEPORTFD WFT
*
C-50
-------
I .._-~
P AG E
2 OF 7
GAS TU~BII\Jr= EXH~lJST ANtiLYSIS REPORT - MEASURFD
ENGINE EMISSION ~NAlVSIS GROUP - (PHONE 203-565-3873)
DATE OF TEST
1/ 1/11
ENGINE NUMBER
- X-495-14
ENGINE TyPE
- J T gO
T EST STAN D
- x-
1
BURNER cnNFIGURATION -
FUEL
..;. JP4C
pnII\JT NlJM8ER 6. 1 B q 10
F TIMF 22:22: 5 22:32:41 22:43:20 22:50:55 23: 3:15
,x F/tdSTA 7 UNCORR) 0.01940 0.01680 0.01530 0.01010 0.00840
H WF(LB/HR) 1.60-52. (\ 1258'3.0 8420.0 3250.0 1882.0
A HIGH ROTOR SPFFn(R,PM) 755A. 72AR. 7168. 6048. 5151.
'u THRUST(lBS) 40910. 33044. 20780. 1538. 3413.
i S TT2(OEG F) 76.Q 16.6 76.6 7,6.4 76.~
IT
N2(~V BY DIFFERENCE) 77.09 77.49 77.84 78.66 78.74
nz('fV) IS.?2 15.76 16.19 17.60 18.07
H20{'tV CALCULATED) 3.81 3.34 2.95 1.84 1.56
N02(PPMV) :'1.6 14.5 1n.6 12.4 11.2
C NO(PPMV) 4()4.1 ?51.7 141.1 ' 26~ 8 6.9
o NOX(lB/LB FUEIL AS N02) b;0348 0.0251 0.0157 0.0062 0.0034
N NQX (l B/HR AS 1\102) '550.7 ~16.4 132.5 20.0 6.4
S
T C02(%V) 3.84 3.38 3.00 1.88 1.57
J C02(lB/LI3 FUf7IL) 3.004 3.056 2.977 2.826 2.827
T Cf12(LB/HR) 48213. 38467. 25064. 9185. 5321.
.U
E cn(PPMV) 11.6 11. 2 17.7 ;150.6 423.2
IN CO(LB/LB FUEL) 0.0006 0.0006 0.0011 0.0144 0.0486
.T CO(LB/HR) 9.2 R.l 9.4 46.8 91.5
S
THC(PPMV AS CH4) 7.6 6.3 6.8 34.1 184.3
THC(l8/Lr. FUEL) 0.0002 0.0002 0.0002 0.0019 0.0121
T Y C ( L B / HR ) ? r. ").6 '2.1 6.1 22.8
. . .J
*
ALL OAT4 RFPORTED WET
*
----
C-51
I
I
I
I
L
-------
GAS TURBINE fXHAUST ANALYSIS REPORT - MEASURED
ENGINE EMISSION ANALYSIS GROUP - (PHONE 203-565-3813)
- DATE OF TEST
j'1 01 1
ENGINE NUMBER
ENGINF TYPE
TEST ST AND
BURNEQ CONFJGUR~TION -
- X-495-14
- JT9n
- X-
.7.
FUEL
- 0 ~OT PROPER CODE
E
X
H
A
U
S
T
POINT NUMRER
TIME
F/A(STA 7 UNCORR)
WF(LR/HR)
HIG~ ROTOR SPEFO(RPM)
THRUST(LBS)
TT210fG F)
N2(~V BY nIFFERENCE)
02 ( 'f,V )
H20(%V CAlCUL4TED)
C
o
N
S
T
I
T
U
E
N
T
S
N02IPPMV)
NOIPPMVI
NOX(LB/lB
"IOX(LR/HR
I=UEL AS N02)
AS N02)
C02(%V)
C02(ll3/lB FUFL)
C02(LR/HR)
CO(PPMV)
CO(LB/lB FUEL)
CO(LB/HR)
THC(f)PMV AS CH4)
THC( LB/LB FUEL)
THCILA/HR)
11
1.0:50: 1
0..00980
1749.0
4977.
271..2.
85.1.
7 8.£0. e: .
18.59
1.57
8.2
7.5
0.0025
4.4
1.58
2.4'+.1
4269.
1efj9.S'
. 0 lOSS
0' .
.184.3
233.0
0.0131
22.9
1.2:
10:59:23
0.01000
2102.0
5370.
~ 764.
7C'1.Q
77.93
18.65
1.65
10.7
10.8
O. ')034
7.2
l.66
2.524
I; ,05.
751.7
0.0725
152.6
127.5
0.0070
14.8
13
13 n 2: 30
0..01350
4846.0
6622.
11040.
Al.7
77.63
17.55
2.38
8.7
0.0
0.0010
5.0
2 .it 3
2.736
13260.
55.R
0.0040
19.4
7.7
0.0003
1.5
*
ALL DATA ~EPOPTED WET
*
.,-" --~-
! C-52
PAGE
141
13:33:I3
0.01910
12469.0
7420.
30841.
84.8
76.58
16.02
3.67
17.3
278.6
0.0246
306.4
3.10
2.942
366A6.
10.6
0.0005
6.1'
2. 1
0.0001
0.8
3 OF 7
15
13:40:17
0.02100
1521B.0
1580.
37004.
82.3
76.55
15.40
3.99
24.0
411.1
0.0329
500.1
~-
4.01
2.900
44135.
9.7
0.0004
6.8
4.5
0.0001
1.8
-------
--~
PAGE
4OF7
GflS TIJR~YNE r::XI-AUST ANALYSIS REPORT - MEASURED
ENGINE FMISSTON ANALYSIS GROUP - (PHONE 203-565-3873)
DATr OF TEST
7/ 8/71
H!G P,)l7 NurJlRFQ
- X-495-14
ENGHJF TYPF
- J T gO
TEST STAND
- x-
1
8UR~F.~ CONFJ~UR~TION -
10
FtlFl
- JP4C
P ] J ;'JT NUM 8 FR 16 17 lR. 19 20
F TIMF 11:51: 0 12: 3:51 12:12:56 12:25:3q 12:38:32
X F/f\I$TA 7 UNCi'"" R.Q.) 0.02020 0.02020 0.01630 0.01160 0.00990
H WFILR/HR) 14128.0 13834.0 86ltl.O 3397.0 1960.0
A ~1r,H Rr:JTOR SPEFn(RPM) 7503. 7485. 71()8. 6178. 5272.
U THrJSTIL.RS) 34530. 3394.6. 2148;? 7106. 3323.
S TT21nc(; F) 82.0 81.9 8/+.5 R4.0 84.6
T
hI? ( (V V BY DJFF~PF:NCE) 76.80 76.87 77. 71 78.47 7 8 . 62
IJ? I ''!.V) 1~.48 15.56 16.39 17.44 18.00
H?!:J I "1. V CI\LCULATFD) 3.R2 :1.15 2.92 2.01 1.66
N'P( PP~1V) 21.3 20.2 10.7 13.6 13.3
C \!llIPPIV1V) 344.5 322.1 136.5 28.5 h.9
() I\Jf1X I L n/lf.( FUEIL AS N02) 0.0287 0.0269 0.0143 0.0058 0.0032
N Nf1XILR/HR AS NO?) 405.8 371.8 J 2 .~ . 4 19.6 6.3
S
T ClJ2 I~V) 3.86 3.78 2.g7 2.01) 1.67
I rO?(LI:3/LP FUF.L) 2 . 8<~.6 2.843 2. 76'4 ? 6-" q 2.562
T ('1?(1. B/HR) 40912. 39125. 2~81g. 9130. 5021.
U
E (/J I pnr-"y) q.5 9.7 15.9 116.8 36q.4
N crJIL[1/LR fUn) 0.000'5 o~oon5 0.0009 0.0097 0.0360
T CD ( L P'/ HR ) 6. It _6.4 B.l 33.0 70.6
S
THC I I)P~1V I\~ (li4) 9.7 9.6 '>.7 21.<) 141.1
THCIL~/Lr. FUfl_) 0.0003 0.0003 O.f)\}n2 0.0010 0.0079
f Ii r. I L !J I HR) 3.7 3.6 1.7 3. '5 15.1+
*
ALL DATA REPORTFD WET
*
C-53
-------
PAGf
5OF7
GAS lURAr~F FX~AUST ANALYStS REPORT - MEASUREn
fNGI1~F: FM'S<;Il!N "NALYSIS GROUP - (PHONE 203-565-3813)
DATE OF TEST
8/71/25
F. N G r "J r N U M R F !~
- x-4CJ5-14
F. NG T N f T Y P l~
- JT9D
TFST STANn
.- X-.
7
BI./Q.N F I~ C::NF r (~UR ~ T H~N -
7
FU':L
- 0 NOT PROPER conE
DilTI\JT "JU"1RfR 21 ?2 25 2'+ 25
F. TIMF 17:l1:~h 1 7: 2 3: 44 17:~0:,6 17:~2:t1 17:l)q:31
X F I " ( S T ,I) 7 LJNUJ RJ~) 0.00900 0.00937 0.0]7.80 0.01780 0.01930
H \~ F (I P/HK) 17'10.0 ?063.0 4930.0 12778.0 15004.0
A HIGH RIHfl: ~ f' F F r. ( p, P ~1) 4898. 5310. 664,? 7381. 7564.
U T ,I R I J S T ( L 1 S) 24HZ. 34q3. 10'16 H. 312RO. 36151.
S T T ;> ( D F .~ F) ~9.4 90.5 QO.4 RA.7 89.6
T
"12 (fV qy C11f:fE:P'Ef'JCE) 78.76 78.76 18.33 77.60 71.~3
1:?('gV] 17.58 17.55 16.73 15.24 14.65
!~ ?(1 (~~V U.U:UL~Tf) 1.79 1. 81 2.44 3.54 "3.97
t~ i P ( p p ~~ V) 1l.1 15.3 11.0 17.5 25.?
C Nn (j)PMV) s..~. 13.A 62.4 314.1 465.4
(J NiJX(L3/Lf.3 FW=L A:\ NCJZ) 0.0036 0.0049 0.0013 0.0296 O. 040 '1
N I\,F1X(LA/HR '~ S r~01.) ".2 10.2 46.1 371.7 605.1
S
T Cl .2 ( (V) 1.~O 1.83 2.49 3.58 4.1)0
J r::C1;->{L~/L3 FUCL) 3.036 2.966 2. ')-'t9 3.055 ~.146
T Cil? I I n I H R) 51Al. (; 1 22 . 145':\ 7. 39040. 47202.
U
E C '1 ( :) p !vi V) 46R.l 340.5 71.0 9.9 9.8
N C I {\ l,fLP HJEl J 0.0':'02 o. (13 5 1 0.00,)r, .0005 .0005
T C!1(l.f')/HR) eS.4 72.4 27.1 6.9 7.4-
S
THf"IPr'i'-1V /'J,r C 114) :?4C.6 1~P.8 .~ . '> 2.2 o.q
,
TY( (L filL f\ FU Ft.) 0.0147 0.0 C 7 e 0.0004 0.0001 0.0000
T4r ( L HI HR, \ 25.1 16.1 ?.o 0.9 0.4
*
ALL DATA RFPORTFO WET
.:'
, C-54
-------
~~L-_-----
PAGE
6 OF 7
G A') T U i) !H NEE X f~ AU'; T ANA '- Y S 1 S p,= p 0 ~ T - MEA SUR E D
ENr,H't: fl'lISSInt~ AIJALYSTS GROUP - (PHONF 203-565-3873)
DATE nf" TEST
JO/;J7/13
[NG P'!I':' NUW:\ER
- X-4Q5-14
ENe; P.IE TYPf:
- J T90
TEST (;ft\i\JD
- X-
7
BURt>,JFP r:c1N~I :;WiJ\T [ON -
FUF:L.
- 0 NOT PROPER CODE
r n PH \U~,q~ r:~ ? r, 21 28 29 3&
F. TTtI.1F 1:3:2A:21 IP,:30:37 18~40:?3 18:53: () 23: 1:24
X F/II(STA 7 tJ~!r:op,n) 0.01840 0.01490 0.01080 0.00910 0.01200
H \,! I, I L C3 1 H P} 13610.0 13540.0 3504.0 1811.0 4925.0
A Y J \';H RrHn j:;: SPFE1)IRPM) 74"D. 7050. 6185. 5119. 6538.
U THQUSTIL1\S) 33051. 21006. 7297. 295] . 10962.
S TT:~II)r:r; r-) p, '=1. 3 8H.3 88.0 R7.Q 87.5
T
N? I ~V '~y ')} FFERI:NCE) 77.67 78.37 18.88 78.97 78.11
Cp (.tV) 14.134 15.93 16.90 17.31 16.86
!,~ ? I 1 I 'f V (I\LCl1l ATFD) 3.7] 2.81 2.08 1.78 2.4R
<\If'? I P[}~1V I 20.3 11.9 15.9 13.5 8.1
C '\! '; ( p°"'1V' 3,.,7.(-, 14.: . 4 41 .6 11.1 50.Q
o "J;'X(l8/L!1, F U F'l, 1\<:: N02) 0.0334 0.0164 O.JOg4 0.0053 0.007<3
N f\j 'n ( L P, /H"1. AS NO;~ i 4';5.0 1Ljf).?' 29.0 10.0 "38.'i
S
T r. 1 :' ( '! \I) 3.7~ 2.87 2.12 1.80 2.5l
J r I ) ? ( L 13/ L 1-\ FUFL) 1.088 2.920 2. <)81 2.996 1.202
T r ')? ( L R / I-jQ ) 42030. 24'138. 10446. 5606. 15772.
U
[ C 1(f)PMV) 10.0 22.4 ,13"'.0 852..,:5 69. ~
N (1IL!Pi\.1V ,\ <, r:~41 2.3 2.5 76.0 175.9 5.4
TC~C{LH/Ln FUEL) 0.0001 0.0001 0 . (WI 3 0'.0105. 'J. 0002
T I C I I. ~ II-' <) 1.0 0.8 1+ .6 19.7 1 . ?
':-:
ALL DATA PEP0PTED WET
*
, -
C-55
-------
CAS T1JRH'''JF FXHALJ:;T ANALYSIS R[POQ.T - MFASURED
[NGI!\Jr EM1SSIfH'J hlJhLYSIS GROUP - (PHONE ~03-565-3373)
nAT f !1F TES T
orr 0 1.93
F N S pi F
~:UM;~ ER
- X-495-14
ENSINF TYPE
- JTl2
T[::-T STA;'\JD
- x-soao
BU\~ N!-:~ UPl F J GlJF!~ T iON - 7000
FL!'-:\'
- J P '+C
rnli\JT I\JI.JM~FP 31 32 33
E T r '1 E 1:14:58 3:10:11 4:33:15
X F/t(ST.I\ 7 UNCDfU:) 0.01700 0.01.780 0.00'390
H I.JF ('- R/HR) 12255.0 135'+0.0 1827.0
A H r (.~!i RIHCH SPr:fr~(RPM) 5n95. 7302. 4970.
U T'H:'lJST(U~S) 3U56'"'. 33733. 2909.
S T T ? ( !) r:: G ~) 71.1 f':) . 5 70.2
T
i\J ~ ("V ~v r')IFc:FRU'>JCr-:) 77.35 77.20 74.36
j12(~~VI 1.5.47 15.21 18.16
..~::' ') ( -' V r.~ L ClIL!\ Tf'r') 3.56 "3.76 1..S 7
'\It'" ( 9 pr...,v) 13.'3 ). ~~ 0.5
r. -\) I I ( P " ~1 V) 224.4 2f:~.7 loB
o "Iny (L q/L'-' ~1H"L /..5 N: i.2 I 0.0222 J.Q~39 0.0f114
N W1X ( L P /ql~. 1\$ Nn~) 272.3 :3~' 4. _8 e 2.7
s
T C Q ~. ( ". V) 3.60 3 ..80 1.62'
I '~Il ? ( l. HI L (1 '-UJ:L) 3.213 3.237 .2.76
T r'2 (I. ,~/H~) 3937'1. 438V\. 5045.
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