United States       Motor Vehicle Emission Lab  EPA-460/3-79/011
                Environmental Protection  2565 Plymouth Rd.      December 1979
                Agency          Ann Arbor, Michigan 48105


                Air
V>EPA        Determination of the Effects of
                Ambient Conditions on CFM56
                Aircraft  Engine Emissions

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                                           EPA-460/3-79/011
                                           R79AEG632
    DETERMINATION  OF THE EFFECTS OF
AMBIENT CONDITIONS ON CFM56 AIRCRAFT
                ENGINE  EMISSIONS
                           By
                         T.F. Lyon
                         W.J. Dodds
                         D.W. Bahr
                  General Electric Company
                    Aircraft Engine Group
                   Cincinnati, Ohio  45215
                  CONTRACT No. 68-03-2388
            EPA Project Officer: Richard W.  Hunt
                      PREPARED FOR

               ENVIRONMENTAL PROTECTION AGENCY
             OFFICER OF AIR, NOISE AND RADIATION
         OFFICE OF MOBILE SOURCE AIR POLLUTION CONTROL
            EMISSION CONTROL TECHNOLOGY DIVISION
           STANDARDS DEVELOPMENT AND SUPPORT BRANCH
                ANN ARBOR, MICHIGAN  48105

                      December 1979

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This report is issued by the Environmental Protection Agency to dis-
seminate technical data of interest to a limited number of readers.
Copies are available free of charge to Federal employees, current con-
tractors and grantees, and nonprofit organizations - in limited quanti-
ties - from the Library, Motor Vehicle Emission Laboratory, Ann Arbor,
Michigan 48105, or, for a fee, from the National Technical Information
Service, 5285 Port Royal Road, Springfield, Virginia 22161.

This report was furnished to the Environmental Protection Agency by
The General Electric Aircraft Engine Group, Advanced Engineering and
Technology Programs Department, Evendale, Ohio  45215, in fulfillment
of Contract No. 68-03-2388.  The contents of this report are reproduced
herein as received from The General Electric Company.  The opinions,
findings, and conclusions expressed are those of the author and not
necessarily those of the Environmental Protection Agency.  Mention of
company or product names is not to be considered as an endorsement by
the Environmental Protection Agency.

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                             TABLE OF CONTENTS
                             o

Section                                                              Page

  1.0     INTRODUCTION                                                 1

  2.0     SUMMARY                                                      2

  3.0     CFM56 ENGINE DESCRIPTION                                     3

  4.0     CFM56 COMBUSTOR RIG TESTS                                    6

          4.1  CFM56 Combustor Rig Test Facility                       6
          4.2  Emissions Sampling and Analysis System                 12
          4.3  Data Reduction Methods                                 20
          4.4  Rig Test Point Schedule                                25
          4.5  Combustor Rig Test Data                                28
          4.6  CFM56 Rig Test Data Correlation                        30

  5.0     CFM56 ENGINE EMISSIONS TESTS                                41
          5.1  Engine Test Facility                                   41
          5.2  Emissions Sampling and Analysis System                 41
          5.3  Engine Test Data                                       46
          5.4  Calculation of EPA Parameter for Engine Tests          55

  6.0     CONCLUSIONS                                                 62

  APPENDIX A  RIG TEST DATA                                           63

  APPENDIX B  ENGINE TEST DATA                                        87

  APPENDIX C  EFFECT OF EXHAUST FLOW DISTURBANCE ON ENGINE
              FUEL-AIR DISTRIBUTION                                  106

  REFERENCES                                                         117
                                     iii

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                           LIST OF ILLUSTRATIONS


Figure                                                                Page

   1.     CFM56 Turbofan Engine.                                         4

   2.     CFM56 Turbofan Engine Cross Section.                           5

   3.     Combustor Test Facility.                                       7

   4.     Humidity Measurement and Control System.                       8

   5.     Combustor Test Rig Cross Section.                             11

   6.     Quick-Quenching, Steam-Heated, Water-Cooled Probe.            13

   7.     Steam-Heated, Water-Cooled, Gas-Sample Rake Schematic.        14

   8.     Sampling Rake Positions and Manifolding.                      15

   9.     Sample Transit Times for Component Tesfs.                     17

  10.     General Electric On-Line Exhaust Emissions Analysis System,
          Flow Diagram.                                                 18

  11.     Portable Smoke Console.                                       21

  12.     Data Reduction Flowpath for CFM56/EPA Combustor Rig Tests.    22

  13.     Temperature/Humidity Relationship of Test Point Schedule.     26

  14.     Effect of P3 on CO Emission Index for Idle and 1.5 Idle
          Test Data.                                                    32

  15..     Evaluation of Pressure Exponent for CO Emission Index
          (Crossplot of Figure 14 Data at 400° F).                      33

  16.     CFM56/EPA EICO Vs. T3.                                        35

  17.     CFM56/EPA EICO Vs. T3 (Corrected for Pressure).               35

  18.     CFM56/EPA EIHC Vs. T3.                                        36

  19.     CFM56/EPA EIHC Vs. T3 (Corrected for Pressure).               37

  20.     CFM56/EPA EINOX Vs. T3.                                       38

  21.     CFM56/EPA Corrected EINOX Vs. T3.                             39
                                      iv

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LIST OF ILLUSTRATIONS (Concluded)
Figure
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39,

CFM56 Rig Smoke Data.
Development Engine Test Cell Cross Section.
Rake System Shown at 45° Position.
CFM56 Rake Sampling Pattern.
Rotating Rake System Mounted Behind CFM56 Engine with
Confluent Exhaust Nozzle.
Rake System Mounted Behind CFM56 Engine.
Emissions Sampling and Analysis System.
Smoke Measurement and Gas Analysis Systems.
Comparison of Corrected and Uncorrected CO Emission Index
for CFM56 Engine Tests at Idle and 1.5 Idle.
Comparison of Corrected and Uncorrected NOX Emission
Index for CFM56 Engine Tests at 85% and 100% of Takeoff
Power.
Core Engine Smoke Number for CFM56 Engine Tests.
Fuel/Air Ratio Profiles for CFM56 Engine Test.
Climb Power Engine Exit Temperature Profiles.
Climb Power Engine Exit Pressure Profiles.
Effect of Flow Rate and Rake Angular Position on
Sample Fuel/Air Ratio.
Comparison of Predicted and Experimental Sample Fuel/Air
Ratio Profiles.
CFM56 Engine Tests - Idle Power Emissions Profiles.
CFM56 Engine Tests - Climb Power Emissions Profiles.
Page
39
42
43
45
47
48
49
50
54
56
61
107
108
109
112
113
114
115
                V

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                               LIST OF TABLES


Table                                                                 Page

   1.     Combustor/Rig Instrumentation.                                10

   2.     Span Gases for Gaseous Emission Analyzers.                    19

   3.     Reduced Data Output.                                          24

   4.     CFM56 Rig Test Matrix.                                        27

   5.     Comparison Between Measured and Calculated Humidity.          29

   6.     Range of Ambient Conditions During Engine Tests.              51

   7.     Engine Test Emissions Indices Corrected for Pressure and
          Humidity.                                                     53

   8.     CO EPA Parameter for CFM56 Engine Tests.                      57

   9.     HC EPA Parameter for CFM56 Engine Tests.                      59

  10.     NOX EPA Parameter for CFM56 Engine Tests.                     60

  11.     Comparison of Emissions Data for Complete Rake Traverse.     116
                                      vi

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                             1.0  INTRODUCTION
     Since the earliest studies of aircraft engine pollutant emissions, it
has been known that variations in ambient temperature, pressure, and humid-
ity can have significant effects on measured emissions levels.  These fac-
tors have been recognized in EPA regulatory actions (Title 40 Code of Federal
Regulations Part 87) which have established emissions standards and measure-
ment procedures for control of air pollution from aircraft engines.  Although
the need to account for variation in ambient conditions is generally recog-
nized, and several studies have attempted to establish more or less universal
correction factors, there is no widely accepted procedure for the correction
of emissions measurements to reference-day ambient conditions.

     Part of the problem in establishing correction procedures has been that
the relatively large variation in measured emissions due to other factors has
tended to mask the variation due to changes in ambient conditions.  These
other factors can generally be classified as measurement precision, engine-
to-engine variability, and test-to-test variability on the same engine.  Addi-
tional complexity is introduced by the fact that changes in ambient tempera-
ture, pressure, and humidity can result in changes in engine emissions levels
due to two separate effects.  The first is a direct effect on combustor inlet
conditions which influence engine emissions.  The second is due to changes in
engine operating conditions (rotational speed, airflow, etc.) which, in turn,
affect combustor operating conditions and, hence, emissions.  Therefore, the
most productive approach is to focus on the primary variables which determine
the magnitude of emissions levels (that is, combustor inlet conditions which
may be affected by ambient conditions).

     The current program is part of an ongoing effort by the EPA to establish
a wide data base from which procedures for correction of measured emissions
levels to reference-day conditions can be developed.  To establish this data
base, EPA contracted with three engine manufacturers to make tests under con-
trolled ambient conditions.  To supplement these data, industry and other
government agencies were requested to submit data that could be used in estab-
lishing an acceptable correction procedure.  The status of this EPA effort has
been reported in References 1 and 2.

     THe CFM56 engine, currently under development, was selected for this
study because it is representative of the next generation of highly efficient,
large turbofans which will be in production when EPA gaseous emissions stan-
dards first become effective in the early 1980's.  For this engine, compliance
with EPA noise and emissions regulations has been an important consideration
ever since development began.

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                                2.0  SUMMARY
     The effects of ambient temperature, humidity, and pressure on the emis-
sions of hydrocarbons (HC), carbon monoxide (CO), oxides of nitrogen (NOX),
and smoke from a CFM56 engine combustor have been determined through rig tests
in which combustor inlet conditions could be carefully controlled.  In addi-
tion, these data were verified in full-scale engine tests under uncontrolled
ambient conditions.

     In the CFM56 combustor rig tests, emission levels of CO, HC, NOX, and
smoke were measured over a range of inlet-air humidity, a range of simulated
engine-inlet-air temperatures, and a range of simulated barometric pressures
at each of five simulated engine-power settings from idle to takeoff thrust.
These tests were run in an existing high pressure combustor test facility at
the General Electric Evendale, Ohio, plant.  In order to obtain the required
range of humidity, an inlet moisture measurement and control system was added
to this facility.  The highest simulated engine-power conditions, climb out
and takeoff, were run at reduced pressure due to test facility limitations.
The combustor was mounted in an existing high-pressure combustor test rig
which provides an exact duplication of the CFM56 engine flowpath.

     For each test condition, emissions measurements were made twice.  A total
of 214 separate test points were run.  The combustor test conditions, along
with the measured emissions levels, were transmitted in computer-readable for-
mat to another EPA contractor (Calspan Corporation) for subsequent analysis
of the data (Reference 1).

     The engine-test phase of the program involved verification of the rig
test by emissions testing of a full-scale CFM56 engine using a combustor iden-
tical to that used for the rig tests.  The engine tests were conducted under
uncontrolled ambient conditions, but maximum advantage was taken of daily and
longer term variations in atmospheric conditions in order to obtain as wide a
range of ambient levels as practicable.  Six separate tests were run, each
consisting of the same five power levels used in rig tests.  Emissions levels
measured in the engine tests were corrected for ambient conditions using fac-
tors derived from the rig tests.

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                       3.0  CFM56 ENGINE DESCRIPTION
     The CFM56 is a modern, high-bypass-ratio, turbofan engine being devel-
oped by CFM International.  CFM International is a new company, jointly owned
by General Electric and SNECMA (France), and was established to integrate and
manage the design, development, marketing, production, and product support of
the CFM56.  In addition to the high bypass ratio, major features of the CFM56
are high component efficiencies and low weight - aimed at combining good per-
formance with low noise and emission levels, low operating costs, and high pro-
ductivity.  The engine is fully modular in construction.

     Figure 1 is a photograph of the basic development engine, and Figure 2
shows the engine installed with a confluent exhaust system in which the fan
and core streams are routed through the same nozzle.  The CFM56 is a dual-
rotor engine with single-stage fan, three-stage compressor, and four-stage
low pressure turbine on the low pressure rotor.  The high pressure section
consists of a nine-stage compressor, annular combustor, and single-stage
turbine.  The core engine is basically the same as that of the U.S. Air Force
F101 engine for the B-l bomber.

     The combustor of the CFM56 is extremely compact and has a high combus-
tion space rate at rated sea level static takeoff operating conditions.  The
fuel injection system is of the air-blast type with low-pressure central fuel
injectors.

     The CFM56-4B model is rated at 24,000 Ibf takeoff thrust (uninstalled)
at sea level static and is flat rated to 86° F ambient temperature.  This
version of the engine has 6 to 1 bypass ratio and 29 to 1 pressure ratio at
takeoff power.  For purposes of the subject test program, the 22,000 Ibf
version of the engine was simulated (Model-IB).  This version of the engine
has 6 to 1 bypass rat,io and 25 to 1 pressure ratio.

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Figure 1.  CFM56 Turbofan Engine.

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UI
                                 Figure 2.  CFM56 Turbofan Engine Cross Section.

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                        4.0  CFM56 COMBUSTOR RIG TESTS
     The facility, measuring equipment, and procedures used  for  the CFM56  com-
bustor rig tests were basically the same as those previously developed  by
General Electric for emissions testing of various combustion systems.   The
inlet humidity measurement and control system was the only major new capa-
ability required for this program.  This section of the report describes the
test facility, measurement system, and data reduction methods along with the
results of the combustor emissions tests.
4.1  CFM56 COMBUSTOR RIG TEST FACILITY

     The CFM56 combustor rig tests were conducted in Test Cell A3 at  the
General Electric Evendale plant.  A schematic of the test cell and related
facilities is presented in Figure 3.  This cell was specifically designed for
full-scale testing of large aircraft-engine combustors and  is equipped  to
duplicate a wide range of operating conditions.

     Air is supplied to the test cell by a central air supply system  that con-
sists of five multistage centrifugal compressors driven by  synchronous motors.
With all five compressors operating, the system has a nominal capacity of 100
pps at 300 psia.  Wider ranges of flow rate and pressure can be obtained by
utilizing various series/parallel-staging configurations.   For the CFM56 com-
bustor tests, a three-compressor configuration providing a  capacity of 48 pps
at 190 psia was used.  This configuration was selected to reduce the  required
electrical power consumption (which can be a limiting factor in cell  availa-
bility) .

     Elevated combustor inlet temperatures typical of engine cycle conditions
are obtained with an indirect-fired air heater capable of heating 80  pps of
air at 350° F and 140 psia to 1220° F at an outlet pressure of 122 psia.  A
controlled heater bypass is provided to allow higher total  flow rate  at
reduced temperature rise.

     A compressor after-cooler system with solid-dessicant  drying can reduce
inlet air humidity to levels as low as 0.55 grains per pound (-40° F dewpoint),
In order to obtain increased inlet humidity up to 175 gr/lb, as required for
this test program, a deionized-water injection system was designed and  instal-
led in the test cell.  With this system, domestic water is  purified by a
commercial "Tri-bed" deionizing system that reduces total impurity levels to
about 0.5 parts per million.  The purified water is pumped  through a  turbine-
type flowmeter and then injected into the hot airstream downstream of the
heater.  The required water-flow rate in the system is determined by measuring
the humidity upstream of the water-injection point and calculating water flow
required to obtain the desired humidity.  A second humidity measurement at
the rig inlet is used to verify this calculation and assure that all  injected
water is evaporated.  Figure 4 is a schematic of the humidity measurement and
control system.

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                Heated Air
               Supply System
                                                                      JP-5
                                                                   Fuel System
Ambient
Air
Comp
Dryer Heater
Bypass Bypass
r-i
U1
ressors
_/\





Dryer Indirect
Fired Heat
Exchanger
' Booster Pump '
\ /**\ |
i ^ i JP-5
• i 30,000 gal
1 1
1 T '
1 Back-Pressure 1
| Plenum Rig Valve i
1
1 ' 	 :
Domestic
Water
                                          	I
<3
                  Deionizer
 Control
  Room
Emissions
Measurement
              Water  Injection
                  System
CDC 6000
Computer
                                                                                      Cell A3
                          Figure 3.  Combustor Test Facility.

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                                                 Readout
                                  Turbine
                                  Flowraeter
       from Air
      Compressors
oo
h


T^VT
O

/~\
Pumn

Culligan
"Tri-Bed"
Deionizer
Domestic
Water
                          Model 880
                          Dew Point
                          "Hygrometer
             Readout
Readout
             CFM56

           Combustor

              Rig

          4013097-861
            Model 440
            Dew Point
            Hygrometer
                                                                                                    Exhaust
                                Figure 4.   Humidity Measurement and Control System Schematic.

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    JP-5 fuel is supplied to Cell A3 from a remotely  located 30,000  gallon
tank.  Booster pumps within the test cell provide  fuel  injection  pressures up
to 1200 psia.

     Control consoles and data monitoring and  recording  equipment  are  located
in a control room adjacent to the test cell.   Up to 16  temperatures  and
pressures, as well as output from all gaseous-emissions  analysis  instruments,
can be continuously recorded on strip charts.  All pertinent operating and
emissions data are input to the appropriate data-reduction  program via a
900-channel, digital, data-acquisition system  permanently installed  in the
control room.  This apparatus scans each of the measured parameters  in sequence,
controls the position of pressure-scanning valves when  required,  converts
the amplified d.c. signal of the measurement to digital  form,  and  transmits
this data to the time-sharing computer through a teletype terminal.  During
each scan, the overall voltage accuracy is checked against  a precision potenti-
ometer that has been calibrated in a standards laboratory.  The digital
voltmeter and low level amplifier are of sufficient quality that  voltages  are
accurate to 0.02% of full-scale in the 0-10 millivolt range.   Combustor and
rig instrumentation input to the digital system are listed  in  Table  1.

     CFM56 combustor emissions testing was conducted with a full-scale com-
bustor mounted in an existing test rig.  This  full-annular  test rig  duplicates
the flowpath of the CFM56 engine.

     A cross-sectional view of the test rig with the  combustor installed is
shown in Figure 5.  The test rig consists of an inlet plenum chamber,  an inlet
diffuser section, a housing for the combustor, and an exit  spool which in-
cludes provisions for mounting of gas-sample rakes as well  as  exit pressure
and temperature instrumentation.  Ports and bosses to accommodate  fuel injec-
tors, igniters, and horoscope inspection devices are  located exactly as  in the
engine design.

     Air at temperature and pressure simulating compressor  discharge conditions
enters the rig through a flange bolted to the  air-supply plenum.   In the plenum,
the flow is straightened by grates and screens.  Air  leaving the  plenum  is
directed around a bullet-nosed centerbody into an annular passage  that exactly
duplicates the engine prediffuser.

     Aft of the step diffuser, the centerbody  forms the  inner  wall of  the  com-
bustor housing.  The combustor to be tested is positioned in the  annulus be-
tween the centerbody and oliter casing in a mounting system  similar to  that in
the engine.  Twenty fuel injector pads and two igniter  pads, all  configured to
be accurate replicas of the engine pads, are located on  the outer  casing.

     The exhaust end of the vehicle is provided with a  large-diameter, sand-
wich-type flange that will accommodate either  fixed or  rotating instrumenta-
tion spools.  For this test program eight fixed, gas-sample rakes  were utilized
(Section 4.2).  The aft end of the instrumentation spool is connected  to the
facility exit section; this consists of a quench section, where the  flow is
cooled with water injection, and a water-cooled back-pressure  valve.

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                                 Table  1.   Combustor/Rig Instrumentation.
             Parameter
                                                   Instrumental ion
                                              Digital System Input
Total Airflow


Fuel Flow

Fuel Injector Pressure Drop

Fuel Temperature

Diffuser Inlet Total  Pressure
Inlet Plenum Static Pressure
Diffuser Inlet Total  Temperature

Inlet Plenum Total Temperature

Preheater Inlet Humidity (Upstream  of
  Water Injection)

Inlet Plenum Humidity (Downstream of
  Water Injection)

Water Injection Flow

Combust or Exit Total  Temperature

Combustor Exit Total  Pressure

Combust or Exit Emissions Levels

Combustor Dome Pressure Drop

Gas Sample Line Pressure

Gas Sample Line Temperature
Standard ASME Orifice


Turbine Flowmeters (2)

Pressure Tap in Fuel Manifold

Thermocuple in Fuel Manifold

Single Point Total Pressure Probe
  Wall Static Taps (2)
  3-Element Thermocouple  Rakes  (2)

Single Point Thermocouple Probes (2)

Dew Point Hygrometer


Dew Point Hygrometer


Turbine Flowraeter'

Single Point Temperature  Probe

Single Point Total Pressure Probe

CO, C02, HC, NOX Analyzers

Pressure Taps (A)

Pressure Taps (5)

Thermocouples (10).
Orifice Air Temperature,  Upstream
Pressure and Pressure Drop

Flowmeter Output Frequency

Fuel Pressure

Fuel Temperature

Inlet Total Pressure
Plenum Static Pressure
Inlet Total Temperature

Plenum Total Temperature

Dew Point


Dew Point


Flowmeter Output Frequency

Exit Temperature

Exit Pressure

Range and Deflection

Dome Pressure Drop

Sample Pressures

Sample Line Temperatures

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                                                                   Instrumentation -
                                                                   Spool
Figure 5.  Combustor  Test Rig  Cross Section.

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4.2  EMISSIONS SAMPLING AND ANALYSIS SYSTEM

     The exhaust gas sampling and analysis system used  in CFM56 combustor
component tests consists of fixed, multicomponent, gas-sampling rakes; heated
sample-transfer lines; a manifolding valve panel; and smoke and gas analysis
instrumentation.  All equipment and procedures are in accordance with EPA
regulations for measurement of gaseous and smoke emissions from gas turbine
engines (Reference 3) except for minor deviations required for combustor
rig testing (as opposed to engine testing).

     Gas samples for emissions measurement were drawn through eight fixed
sampling rakes located at the combustor exit plane.  The type of rake used is
shown in Figure 6.  Each rake contains five individual  sampling probes spaced
radially across the combustor exit annulus.  The probe  tips and rake body are
water cooled to provide the necessary quenching of chemical reactions and to
preserve the mechanical integrity of the rake in the high-temperature, high-
pressure environment in which it must operate.  Within  the rake, steam
heating is employed to prevent condensation of hydrocarbon compounds and water
vapor in the sample lines.  Sampling-rake construction, with steam and water
flowpaths, is shown schematically in Figure 7.

     Circumferential placement of the sampling rakes, shown in Figure 8, was
selected to obtain representative samples.  With the selected arrangement,
there are two sampling locations in each quadrant of the combustor exit an-
nulus.  Since some cyclic variation is generally noted  in emissions levels
as a function of rake circumferential location relative to the fuel injectors,
four rakes were positioned in line with the fuel-injection points, and the
other four were positioned between cups.

     Sample distribution is as shown in Figure 8.  Individual probe samples
are manifolded at the exit of each rake.  The samples from each of the eight
rakes are then lead to a bulkhead on the outer wall of  the control room
through approximately 15 feet of 0.125-in. O.D., 0.020-in. wall, stainless
steel tubing.  At the bulkhead, samples enter one of two main sample-line
bundles that conduct the samples to the control valve panel in the test-cell
control room.  These bundles are approximately 40 feet  in length and contain
six 0.25-in. O.D., 0.028-in. wall, sample lines.  Three-way valves in the
control panel enable samples from any individual rake or combination of rakes
to be routed to the gaseous emissions and smoke analysis instrumentation.
Samples for gas analysis are routed through a 15-foot length of 0.375-in. O.D.,
0.035-in. wall tube to the gaseous-emissions analysis instrumentation.
Sample-line temperatures throughout the distribution system are maintained
close to 300° F by steam tracing of individual sample lines, internal steam
heating of the sample bundles, and electrical heating of the control-valve
cabinet.  Sample-line temperatures are monitored with thermocouples mounted
on the rake manifolds and at the cell bulkhead.  Sample-line pressures at
these points are also monitored to allow calculation of the sample flow
rate and assure adequate pressure drop across the probe orifices.
                                       12

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Figure 6.  Quick-Quenching, Steam-Heated, Water-Cooled Probe,

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                                  Intermediate Structure
  Leading Edge of Probe Body
   Copper Tip
                          Cooling
                           Water
                      «60 - 100° F
                                          Stainless Steel
                                              Sample Tube
 Steam
Heating
w 350® F
Figure 7.  Steam-Heated, Water-Cooled,  Gas-Sample Rake
           Schematic.
                         14

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                                                            O  Fuel Injection Point

                                                            A  Rake Mounting Point
            To
         Pressure
Smoke
Meter
ike
A
B
C
D
E
F
G
H
lie


^
J


'
^





••


























t
To
Vent
A
u
,
,
,
,
,
A
                                                                 350
                            Spool
                            Hanger
                          .To Gas  Analysis
                           Instrumentation
                                                                                             .5°
                                 270°
                                      4 C -H1	90°
                                            90.5°
                                                                                             Spool
                                                                                             Hanger
                                                                           171°
Airline
                              To  Dewpoint
                              Meter
                                                                     180°
     (a)   Sample Line Manifolding
(b)   Rake Positions,  Aft  Looking Forward
                   Figure  8.   Sampling Rake Positions  and Manifolding.

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     The normal sampling procedure during CFM56 combustor component  tests  was
to obtain a ganged sample of all eight rakes  for both  smoke  and gaseous-
emissions measurements.  In order to estimate the  sample transit  time  for
this sampling mode, sample dump flow at the  inlet  to the gaseous-emissions
analysis section was measured at several different combustor operating  con-
ditions.  Transit times were then calculated  based on  the measured sample-
flow rate, sample system volume, and average measured  sample pressures  and
temperatures.  Estimated sample transit time  is shown  as a function  of
combustor inlet pressure in Figure 9.  Based  on dump flow alone,  transit
times were less than one second over the entire operating range encountered
in rig tests.

     Gas samples drawn from the combustor exit were analyzed for  C02, CO
HC, and NOX with an existing, on-line, gas-analysis system.  A flow  diagram
of this system is shown in Figure 10.  In accordance with EPA procedures
(Reference 3), none of the traps or dryers shown in Figure 10 were utilized
during the combustor tests.  All sample lines within the system downstream
of the hydrocarbon analyzer were heated to 130° F  to prevent condensation  of
water.  Operation of the sample pumps shown  in the system diagram was not
required during rig tests because the high pressures at the  rake  inlet
were sufficient to provide flow to the emissions instrumentation.  A major
portion of the sample flow is dumped at the  system inlet in  order to maxi-
mize flow rate in the sample lines and maintain a  constant system-inlet
pressure.

     The four basic gas-analysis instruments  in this system  are a Beckman
Model 402 heated flame-ionization detector for HC  emissions, Beckman Model
315B and 864 nondispersive infrared analyzers for  CO and C02 emissions
(respectively), and a Beckman Model 951 heated chemiluminescence  analyzer
for NOX emissions.  Ranges and calibration gases used  in each of  these
analyzers are shown in Table 2.  A complete  calibration of all instruments
was conducted before each run and verified immediately following  the run.
During prolonged tests, instruments were zeroed and spanned  at least once
each hour.

     Emissions measurement system-response times were obtained by adding the
calculated transit time to 15% deflection response times measured with  span
gases input directly to the emissions-analysis section at the same flow rates
used during combustor testing.  This procedure was necessary because it was
impractical to simulate the elevated pressures and temperatures seen by the
emissions probes during combustor testing.

     Total system-response times assuming the maximum (1-sec) sample-transit
time were as follows:
                                        16

-------
   15
CQ



1
o
01
CO
s
•H
H

•P
•H
01

s
)H
 CO

03
   10
      0
50
100
150
200
       Figure 9.   Sample Transit Times for Component

                   Tests.
                                  17

-------
      3AMPIC /U
oo
                                                       tR*  «1  tf«  ?pa§.
                                                        A n ft   A rt A   Ann   n A n
                                                                                                     BPR
                                                                                                     CPG
                                                                                                     CV
                                                                                                     DT
                                                                                                     F
                                                                                                     FM
NV
V
PG
PR
PBV
8V
I
TV
      LEQgKD
Back Pressure Regulstor
Co>pound Pressure Cage
Check Valve
Dryer Tube
Filter
Flcnmeter
High Teoperature Metal Bellavs
Pusp-Mounted in Inverted Position
Needle Valve
Ptusp
Pressure Cage
Pressure Regulator
Pressure Relief Valve
Solenoid Valve
Temperature Indicator
Toggle Valve
                                                        0 3P/W  CO. V>4V   M  HO 3PON Hi »lg
                                                        orers    tines    CASTS   GAsn
                                                                                                    Note:
       Trap  and Condensers
       Were  Not Used
                  Figure 10.   General Electric On-Line Exhaust Emissions Analysis System,  Flow Diagram.

-------
    Table 2.  Span Gases for Gaseous Emissions Analyzers.
Pollutant
C02 (%)
CO (ppm)
HC* (ppm)
NOX (ppm)
Range
3
2
3
2
3
4
5
3
4
5
Nominal
Full Scale
Reading
3%
9%
550 ppm
1200 ppm
160 ppm
800 ppm
1600 ppm
80 ppm
200 ppm
800 ppm
Calibration Span Gases
1.15, 2.48, 4.94, 8.03
100, 240, 473, 1095
74.3, 143, 680, 1328
28.7, 60.6, 174, 539
Calibrated and reported as ppm of carbon.
                              19

-------
Emission
C02
CO
HC
NOX
Response Time, Seconds
Measured
4.6
5.8
1.5
5.0
Maximum
Allowable *
7
7
7
9
*Reference 3
     Ranges and deflections of all gaseous-emissions  instruments  are  input
directly to the 900-channel digital system, in the control  room,  where  they
are integrated with current combustor operating data.  All  emissions  and
operating data are printed out on paper tape and simultaneously transmitted
to an on-line computer for automatic data reduction.   Instrument  deflections
are also recorded continuously on strip-chart recorders to  provide  a  per-
manent analog record of test results.  Details of the  data-reduction  methods
employed for this program are given in Section 4.3.

     Smoke emissions were measured in this program using the  standard General
Electric filter-stain method; this is in conformance with the  procedure
in Reference 3.  The system used is equipped with provisions  for  automatic
switching and sample timing and is packaged into a portable console as  shown
in Figure 11.  Nominal smoke spot densities of 0.013,  0.024, 0.036, and 0.048
pounds of sample per square inch of filter paper were  obtained at each  test
point.


4.3  DATA REDUCTION METHODS

     A flow chart for CFM56 combustor rig-test data reduction  is  presented in
Figure 12.  Except for the acquisition and reduction of smoke  data, all data
processing within this structure is handled automatically.

     CO, C02, HC, and NOX analyzers are calibrated prior to each  test run,
as described in Section 4.2.  The calibration data (CALDATA) are  input  to a
computer program (CALIB) that fits the electronic output of the emissions
analyzers to the corresponding span-gas concentrations.  The calibration data
are fit to a function of the form
                         Y =
                                (X - Xn)
                             A + B (X - X0)
                                                                       (1)
where X is the analyzer output for gas concentration Y, Xo  is the  analyzer
output with zero gas, and A and B are the general curve-fit constants.   This
function closely approximates the NDIR analyzer output nonlinearity with
                                       20

-------
Figure 11.  Portable Smoke Console.
                 21

-------
Figure 12.  Data Reduction Flowpath for CFM56/EPA
            Combustor Rig tests.
                        22

-------
small negative values of B and conforms to the linear chemiluminescence and
flame-ionization detector outputs with B = 0.  This function has been shown
to fit all analyzer output characteristics within 2% over the range of con-
centrations measured in CFM56 combustor rig tests.  The constants A and B in
the above expression are stored in a time-share computer system data file,
EPAGAS, for use in on-line data reduction.

     During the test, the computer data-reduction system is continually on
line to provide reduced data as the operating points are run.  When steady-
state operation has been established at selected inlet conditions, the digital
system is activated, and all pertinent operating and emissions data are scan-
ned.  As the scan proceeds, data are permanently recorded on paper tape and
simultaneously transmitted to a time-share data file, EPADATA.

     When the scan is completed, the EPADATA file is input, along with the
gas-analyzer calibration data (EPAGAS) and a configuration (EPAFIG) describing
the EPADATA file format, to the master data-reduction program (A3CFMEPA).
The program converts digital system (millivolt) output into engineering units,
averages multiple raw-data readings, calculates applicable combustor-operating
parameters and emissions levels, and prints out these data in the form of a
quick-look table.  Reduced data are simultaneously added to another file,
A3EPAOUT, which acumulates data from all test points for further processing.
The quick-look printout is normally available before complete acquisition of
smoke data for the selected test point; thus, the reduced operating and emis-
sions data can be checked prior to setting subsequent test points.

     A listing of parameters which appear in the quick-look printout and those
which are transmitted to the A3EPAOUT file is presented in Table 3.  A major-
ity of these parameters are self-explanatory, but a few of the items require
further clarification:

     •    The replication indicates the number of times that the subject
          test point has been run.  Each point in the matrix was run at
          least twice, as discussed in Section 4.4.

     •    Combustor inlet flow function and reference velocity are com-
          puted based on inlet total pressure and temperature and total
          combustor airflow.  Inlet flow function based on total combustor
          effective metering area is used to check combustor pressure
          drop.  By General Electric convention, reference velocity is
          calculated based on casing cross-sectional area.  This parameter
          is used to compare combustor-rig operating conditions with actual
          engine conditions.

     •    Two combustor inlet humidities are presented.  The calculated
          humidity is the sum of cell inlet-air humidity plus additional
          humidity, due to water injection, as calculated from measured
          airflow and water injection rate.  The measured value is the
          humidity measured at the inlet plenum.  These values were gener-
          ally in good agreement, as discussed in Section 4.5.  The calcu-
          lated humidity value is transmitted to the A3EPAOUT data file
          for further processing.

                                       23

-------
Table 3.  Reduced Data Output.
Parameter
Run
Rdg
Date
Point
Replication
Combustor Airflow
Main Fuel Flow
Verification Fuel Flow
Flow Function (W/T/PA)
Combustor Inlet Pressure
Combubustor Exit Pressure
Combustor Pressure Drop
Combustor Inlet Temperature
Combustor Exit Temperature
Combustor Temperature Rise
Reference Velocity
Metered Fuel/Air Ratio
Upstream Humidity
Water Injection Flow
Inlet Humidity - Calculated
- Measured
Sample Line Temperatures (10)
Sample Line Pressures (5)
Emissions
Percent C02
ppm CO - Uncorrected
ppm CO - Corrected
ppm ' HC
ppm NOX
EICO - Uncorrected
EICO - Corrected
EIHC
EINOX
Sample Fuel/Air Ratio
Sample Combustion Efficiency
Recorded in
Quick Look
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X

X
X
X
X
X
X
X
X
X
X
X
A3EPAOUT
X
X
X
X
X
X
X


X


X



X


X




X

X
X
X

X
X
X
X
X
                 24

-------
     •    Emissions indices are calculated using standard equations  from  SAE
          ARP 1256.  The CO NDIR values are corrected for C02 and 1^0  inter-
          ference based on manufacturer's interference data.  Corrections
          used are 1 ppm CO per percent C(>2 and 0.833 ppm CO per percent
          H20 in the sample.  EINOX and EIHC are presented as pounds of
          N02 per 1000 pounds of fuel and pounds of CH^ per 1000 pounds
          of fuel, respectively.  Combustion efficiency is calculated  as-
          suming that unburned hydrocarbons have the same heat of combustion
          per mole of carbon as the fuel used.

     Smoke data are reduced and presented in accordance with methods specified
in Reference 3.  Following each run, smoke spots from each test point  are  ana-
lyzed with a reflection densitometer.  Smoke number is converted to  a  sample
flow spot density of 0.0230 pounds of exhaust gas per square inch of filter
paper using a least-squares fit of smoke number versus the logarithm of sample
flow density.  Resulting smoke numbers are manually input to the EPASMOKE  data
file for further processing.

     At the conclusion of the test program, the A3EPAOUT and EPASMOKE  data
files are input to the EPATAB computer program.  This program formats  the
data in the reading sequence specified in the EPASEQ file, applies correc-
tion factors to convert emissions levels to actual engine-operating  conditions
specified in the CFMCYCLE file, and prints out the data both on punched cards
and in an overall data tabulation.  The punched cards obtained from this  pro-
gram were sent to Calspan Corporation for statistical analysis.  The format
and content of the data tabulation is discussed in Section 4.5.
4.4  RIG TEST POINT SCHEDULE

     The rig tests involved measurement of emissions  from a  full-scale CFM56
combustor over a range of inlet-air humidities, a range of simulated engine-
inlet-air temperatures, and a range of simulated engine-inlet pressures.
The test conditions (specified in the contract) are listed in Table 4.  As
shown in this table, the rig tests covered a range of absolute humidity
from 14 to 175 gr/lb, a range of simulated engine-inlet temperature from  19
to 105° F, and a range of simulated engine-inlet pressure from 25.98 to 32.28
inches of mercury.  Figure 13 shows the humidity/temperature relationship
for the test conditions and the range of relative humidity of the test.

     For each of the 22 test points listed in Table 4, emissions measurements
were planned for five simulated engine power settings (idle, 1.5 idle, approach,
climb out, and takeoff) for a total of 110 test points.  Each test point  was
to have been run twice for a total of 220 test readings.  During the actual
testing, three test conditions could not be reached due to limitations on the
air-heater temperature; thus, 214 test readings were  finally obtained.

     The simulated engine conditions for the rig tests were determined from the
CFM56 computer cycle as configured for the engine on which the emissions  tests
were to be run (Engine 502-005/2).  This required a total of 110 separate cycle
                                        25

-------
   200
   175
   150
   125
•H

|  100


X
O
Ul
.D
    75
    50
    25
O P    = 14.40  psia
    Amb
Q p    = 12.76,  14.40, 15.86 psia
w  Amb
                 20
              40
   60


T     °  P
TAmb'
80
100
                                                                           - 0.20
120
      Figure 13.  Temperature/Humidity Relationship of Test Point Schedule.
                                          26

-------
         Table  4.   CFM56 Rig Test Matrix.
Test
Point

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
Temperature
*C

-7
4
15
29.5
40
4
15
29.5
40.5
15
29.5
40.5
Ms
. j
40.5
-7
15
40.5
40.5
-7
15
40.5
40.5
•F

19
39
59
85
105
39
59
85
105
59
85
105

105
19
59
105
105
19
59
105
105
Humidity
Grans ^0 Per
Kilogram Air

2
2
2
2
2
5
7.5
7.5
7.5
10
15
15
95
±J
25
2
7.5
2
25
2
7.5
2
25
Grains I^O
Per Pound Air

14
14
14
14
14
35
52.5
52.5
52.5
70
105
105
175
175
14
52.5
14
175
14
52.5
14
175
Pressure
Held constant as
specified in the United
States Standard Atmos-
phere 1962 for the Test
Cell Altitude
















.

in.-Hg
32.28
109.32
109.32
109.32
88
88
88
88
32.28
32.28
32.28
25.98
25.98
25.98
25.98
Twenty-two test points (given  above).
Five power settings - idle,  1-1/2 times idle, approach, climb out,
takeoff.
Two replications of each test  point.
Two-hundred and twenty total measurements (22 x 5  x 2 • 220).
                           27

-------
 calculations at the various specified conditions of power and ambient tempera-
ture, pressure, and humidity.  The idle points were calculated for constant
corrected core speed to give 6% thrust on a standard day.  This simulates
the operation of the engine control system (which maintains constant corrected
speed at idle).  Similarly, the 1.5-times-idle points were calculated for
constant corrected core speed to give 9% thrust on a standard day.  The
approach, climb-out, and takeoff power conditions (30%, 85%, and  100% power
respectively) were calculated for constant corrected thrust, as specified by
the EPA measurement procedure, based on engine takeoff thrust of  22,000 Ibf.
Selected simulated engine conditions from these cycle calculations are given
in Table 5 along with the results of the combustor-rig tests.

     Combustor conditions calculated from the cycle data could be accurately
simulated in Cell A3 except for the takeoff and climb-out conditions; these
exceeded the pressure capability of the system.  These two simulated engine-
power conditions were therefore run at combustor inlet pressures  somewhat
lower than the corresponding engine pressure.  In operating at reduced pres-
sure, the airflow is reduced in the same proportion as the pressure in order
to maintain, the same reference velocity, and the fuel flow is reduced in the
same proportion in order to maintain the same combustor fuel/air  ratio and
temperature rise.  Thus, all important combustor parameters except pressure
are accurately simulated at the two highest power conditions.

     Since statistical analyses of the rig-test data were to be performed,
it was desirable that the data be obtained in a random fashion to avoid any
biasing.  This was done insofar as practical; in particular, the  replicate
data were always obtained with test points intervening.  Expedient operation
of the test facility, however, precluded completely random acquisition of test
data.  For example, data could be obtained most rapidly if test points were
run in the order of increasing temperature and pressure.  In addition, on some
occasions, high ambient humidity precluded the "driest" test points (14
gr/lb).  Consequently the driest test points were generally run in a group.
4.5  COMBUSTOR RIG TEST DATA

     The combustor rig-test data were obtained  in a series of nine separate
tests in the period November 19, 1976 to December 15, 1976.  In these tests,
emissions levels of CO, HC, NOX, and smoke were measured in the test rig
with combustor inlet pressure, temperature, fuel flow, airflow, and humidity
simulating conditions in the actual engine when operating at the specified
power levels and ambient conditions of temperature, pressure, and humidity.

     The CFM56 combustor rig test data are presented  in Appendix A.  Each page
has four categories of data.  The data tabulated under Simulated Engine
Conditions include the EPA specified engine power level, simulated ambient
conditions for the particular test point, and engine  parameters calculated
using the appropriate engine cycle as discussed in a  previous section of this
report.  The Actual Rig Conditions are the measured values and were intended
to be the same as the Simulated Engine Conditions.  The third group of data is
                                       28

-------
Table 5.  Comparison Between Measured  and Calculated Inlet  Humidity.
                          Run 8, December 13, 1976
Humidity, gr/lb dry air
Rdg
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
Initial
10.4
11.3
9.7
8.8
9.7
10.4
10.7
9.9
11.6
9.6
9.5
12.1
10.8
10.1
11.1
11.5
11.5
10.0
13.4
11.8
10.9
12.6
12.2
11 9
12.9
12.1
Water
Injected
0
0
42.9
94.1
43.0
95.2
166.4
41.7
0
94.8
164.2
0
42.3
96.7
161.3
58.8
40.0
0
24.9
0
0
41.9
56.8
22.3
0
0
Sum
10.4
11.3
52.6
102.9
52.7
105.6
177.1
51.6
11.6
104.4
173.7
12.1
53.1
106.8
172.4
70.3
51.5
10.0
38.3
11.8
10.9
54.5
69.0
34.1
12.9
12.1
Measured
Inlet
11.1
11.4
52.2
100.7
53.4
101.4
169.2
52.6
11.0
101.4
167.7
10.8
53.1
104.1
168.0
69.4
51.3
12.0
36.8
12.1
12.6
53.4
68.2
35.5
12.7
12.3
Humidity, gr/lb dry air
Rdg
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
205
206
207
208
209
210
211
212
213
214

Initial
12.6
12.0
11.5
13.1
10.3
12.1
12.2
12.2
14.3
13.7
12.9
13.9
13.7
16.1
12.1
13.0
13.5
12.3
13.3
13.2
13.3
13.3
13.5
12.9
13.3

Water
Injected
0
39.5
0
39.5
158.2
0
0
41.3
163.7
0
40.9
93.9
0
39.5
91.1
162.8
39.1
57.1
21.3
0
0
0
159.4
0
39.9

Sum
12.6
51.5
11.5
52.6
168.5
12.1
12.2
53.5
178.0
13.7
53.8
107.9
13.7
55.6
103.2
175.8
52.6
69.3
34.7
13.2
13.3
13.3
172.9
12.9
53.2

Measured
Inlet
12.8
52.0
12.6
52.3
160.7
13.1
12.6
54.9
171.3
14.8
53.7
105.6
14.8
52.8
101.0
170.1
52.2
69.1
35.6
13.9
14.1
14.6
168.6
16.5
56.7

                                    29

-------
measured emissions.  The fourth group of data  is emissions values corrected  to
the simulated engine conditions.  These corrected data were used during  the
test program to allow comparison between high-power (85 and 100% of rated
thrust) emissions levels, measured in the reduced-pressure rig tests, with
levels obtained in previous engine tests.  These data were also used to
account for scatter due to slight pressure variations when comparing data
obtained in replications of a given test point.  For these corrections,
only a pressure effect on NOX and smoke is considered (a correction for  the
effect of pressure on CO is also considered in a later section of this report,
but this correction was not included in the corrected data in Appendix A).

     For the corrections in Appendix A, the NOX emission index is taken  to
be proportional to the 0.37 power of the pressure, and the smoke number  is
taken to be proportional to the 1.5 power of pressure.  These correction
factors were derived from previous correlation studies on similar CFM56
combustors.  It should be noted that these corrected data were used only as  a
means of data validation during the test program.  Only the uncorrected  data
were used to derive the correction factors given in References 1 and 2.

     Of the planned 110 different test points, three could not be obtained due
to limitations on the air-heater temperature.  These were at simulated takeoff
conditions at 105* F ambient temperature and 175 gr/lb humidity and were well
outside the operating limits of the CFM56.  Thus, instead of the planned 220
readings (2 readings to each of 110 test conditions), reliable data were ob-
tained for 214 readings.

     The combustor inlet humidity-control system functioned quite well after
the correction of some operational problems in the early test runs.  As  ex-
plained previously, initial air humidity is measured by the first hygrometer,
and the total inlet humidity is calculated from this measurement along with
the water-injection rate and the inlet airflow rate.  The total inlet humidity
is also directly measured by a second hygrometer at the inlet to the test
combustor.  Agreement between the calculated and measured humidity indicates
that the injected water is completely vaporized and mixed with the inlet air
before entering the combustor.  Table 5 lists the comparison between calcu-
lated and directly measured humidity for all data points for Run 8.  This
particular run occurred late in the test series; excellent agreement between
the two values may be noted.
4.6  CFM56 RIG TEST DATA CORRELATION

     The rig-test data presented in Appendix A, along with a considerable
quantity of both rig-test and engine-test data obtained from various  sources
by the EPA, has been statistically analyzed in detail by the Calspan  Cor-
poration (Reference 1) under contract to the EPA.  Results of this  study
have also been summarized in an ASME paper (Referenced). In that study,
correction factors were derived based on the following choices:
                                       30

-------
     1.   Use of empirical rather than theoretical correction factors.

     2.   Use of combustor inlet conditions rather than ambient conditions
          for correlating variables.

     3.   Use of simple rather than complex model structure.

With this basic approach, correction factors were derived by Calspan as func-
tions of only 13 for CO and HC and as functions of 13 and humidity  for
NOX.  Basically, this amounts to evaluating the emission index (El) at con-
stant corrected thrust by correcting CO and HC to the reference value of Tg at
that thrust, or to the reference value of 13 and humidity in the case of NOX.
It should be noted that this method does not necessarily deny an explicit de-
pendence of El on P3, fuel/air ratio, or other variables but only assumes
that the difference between the actual and the reference value of these other
variables is small enough to have negligible effect on the El.  Stated another
way, the method assumes that when changes in combustor conditions at constant
corrected thrust are due solely to changes in ambient conditions, the corres-
ponding change in El is adequately predicted (for CO and HC) by the corres-
ponding change in 13 or (for NOX) by the corresponding change in 13 and
humidity.

     A method which has been successfully used at GE is similar to  the Calspan-
EPA procedure in that it is based on combustor inlet conditions, is empirical,
and is relatively simple.  It is different from that procedure in that it con-
tains provisions for an explicit dependence of El on P% for CO, HC, and NOX.
The dependence of NOX on humidity is the same in this GE procedure  as in the
Calspan-EPA method.

     To demonstrate the explicit effect of P$ on CO emission index  for the
CFM56 rig-test data reported here, the idle and 1.5 idle data of Appendix A
are plotted in Figure 14.  In this plot, EICO is plotted against T3 for the
six different values of ?3 between 43.3 and 70.5 psia.  All data in this
figure are at the lowest humidity level (about 14 gr/lb).  It is obvious in
this plot that there is a definite inverse effect of pressure on EICO; that is,
EICO decreases with increasing P%.  If one assumes that EICO varies as some
power of P3, the power can be determined from the slope of the In-ln plot
as shown in Figure 15, where the natural logarithm of EICO is plotted against
the natural logarithm of P$.  A linear fit by the method of least squares
gives a pressure exponent of -1.48.  In further calculations, this value is
rounded to -1.5.  This value is in good agreement with the pressure exponent
of -1.46 which was reported in Appendix C of Reference 1.  It should be noted
that combustor inlet pressure (P$) at a given power level varies in propor-
tion to ambient pressure and that combustor inlet temperature and fuel/air
ratio are not significantly affected by changes in ambient pressure.  There-
fore, as indicated in Reference 1, this pressure exponent yields corrections
of less than ±5% for a typical range of ambient pressures encountered
during testing at sea level (29.92 ±1 in. of Hg).  For tests conducted on
a standard day at an elevation of 1000 feet above sea level, the indicated
pressure correction is about -5%.
                                       31

-------
0)



"H
o
o
o
o
10
in
G
w


8
 -  25
                                                Humidity =  14 gr/lb
    250
300
350
400
                                                 450
500
550
        Figure  14.   Effect of PS on CO Emission Index for Idle and

                     1.5 Idle Rig Test Data.
                                     32

-------
   3.4
   3.2
   3.0
8
M
w
c
    2.8
   2.6
   2.4
      3.6
                                                     T  = 400° F
                                                      •5
                                                     Humidity = 14 gr/lb
               Curve Fits:
               In EICO = 8.844 - 1.48 In P
3.8
 4.0
In P,
4.2
4.4
       Figure 15.  Evaluation of Pressure Exponent for CO Emission  Index.
                   (Crossplot of Figure 14 Data  at 400° F)
                                     33

-------
     A similar treatment of the HC data yields a pressure exponent of -2.5,
although the pressure effect on HC is much less obvious than on CO due to
the much greater scatter in the HC data.  This scatter in HC data, which is
typically quite variable, is much more apparent here due to the very low
values of EIHC.  A pressure exponent of -2.5 yields correction factors of
less than +.10% over a typical range of ambient pressure.

     Similar plots have been made of EICO and EIHC versus 13, at constant
pressure, for various humidity levels.  These plots show no significant
effect of humidity on CO and HC over the range of humidity levels investi-
gated .

     This effect of P$ may be used to correct the CFM56 rig-test data as
follows:

                    Corrected EICO = EICO (?3/P3 Ref)1-5               (2)

                    Corrected EIHC = EIHC (?3/P3 Ref)2-5               (3)

It should be noted that the reference value of pressure, P% Ref, is evaluated
at reference-day conditions and the T^ °f fc^e emission measurement.  In
subsequent calculations ?3 Ref is taken from the CFM56 Certification Cycle
(1976).  This is the engine reference performance data used at GE for the CFM56.

     Figure 16 shows the uncorrected EICO plotted against 13 for all of the
CFM56 combustor rig data.  This plot includes the data in Figure 14.  Figure
17 shows EICO, corrected for Py per Equation 2, plotted against T%.
Similar uncorrected and corrected data for EIHC are shown in Figures 18 and
19.  These two latter plots show only data for the three lowest power levels
because at 85% and 100% power EIHC is essentially zero.  As may be seen by
comparison of corrected and uncorrected CO and HC levels in these figures, the
application of the pressure correction considerably reduced the spread in
these rig-test data.  However, as indicated previously, much less data spread
due to pressure variation would be observed under typical engine-test conditions.

     For the NOX data, both a pressure correction and a humidity correction
were developed. -Previous studies at GE have indicated that EINOX varies in
proportion to ?3 to the Q.37 power, and in proportion to [exp -18.8 x H]
(where H is absolute ambient humidity in grains per pound).  Both these
factors are in excellent agreement with values obtained in the Calspan-EPA
study, where 0.34 for the pressure exponent and -19 for the humidity exponent
were quoted (Reference 2).  Application of the GE-derived factors results in:


  Corrected EINOX = EINOX (P$ Ref/P3)°-37 exp - 18.8 (44 - Humidity)/7000  (4)


where the humidity term is referred to 44 gr/lb, the "reference-day condition"
defined by the EPA (Reference 3).  Figures 20 and 21 show the uncorrected and
corrected EINOX versus T3 for the CFM56 combustor rig-test data.  As with
the CO and HC data, application of the NOX correction factor causes the data
to "collapse" quite well on the 13 plot.

                                       34

-------
                                         i
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    0.CO   320.00    400.00    480.00    560.00    640.00    720.00    600.00    880.00    960.00   1040.00   1120.00
                                                     T3.  F
                           Figure 16.   CFM56/EPA EICO  Vs. T3.

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     .00   320.00   400.00    480.00    580.00    640.00    720.00    800.00    880.00    960.00   1040.00   1120.00
                                                     T3. F


         Figure  17.   CFM56/EPA EICO Vs.  T3  (EICO Corrected for Pressure).
                                              35

-------
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Figure 18.  CFM56/EPA EIHC Vs. T3<
                36

-------
on
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       Figure 19.  CFM56/EPA EIHC Vs. T3  (EIHC Corrected  for Pressure).
                                      37

-------
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                          Figure 20.  CFM56/EPA EINOX  Vs.  T3.
                                              38

-------
.00   320.00   400.00   480.00   560.00   640.00   720.00   800.00    880.00   960.00   1040.00
                                             T3,  F

                 Figure 21.   CFM56  Corrected EINOX Vs.  T3.
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                      Figure  22.  CFM56 Rig Smoke Data.
                                       39

-------
     The inclusion of the pressure correction factor in the data analyses pre-
sented here is not meant to imply that it is necessary in all cases or that the
improvement in data precision is worth the increase in complexity.  It seems
obvious that, in cases where the test pressure is much different than the
actual engine pressure, a correction is essential.  Such is the case in the
current series of rig tests, where the rig-test pressure was only about half
the true engine pressure.

     Figure 22 is a plot of uncorrected smoke number against combustor inlet
temperature for the rig-test data.  These data are at very low smoke number
(generally less than 7), and there is considerable scatter.  No significant
effort has been made to correlate these smoke data.  Analyses of similar data
at GE have shown a pressure exponent of about 1.5.
                                       40

-------
                     5.0  CFM56 ENGINE EMISSIONS TESTS
     Verification of the rig-test data involved emissions tests on a full-
scale CFM56 engine.  These tests were run under uncontrolled ambient condi-
tions.  The tests were scheduled to obtain as wide a range of ambient condi-
tions as practicable.

     Six separate tests were executed; each test consisted of the same five
engine power settings as the rig tests (idle, 1.5 idle, 30%, 85%, and 100% of
nominal takeoff power).  This section is a discussion of the engine test fa-
cility, instrumentation, and results of the engine tests.

5.1  ENGINE TEST FACILITY

     The CFM56 engine tests were conducted at GE-Evendale in Development Engine
Test Cell 6.  This cell is equipped with the extensive services required for
testing of development engines.  The central Instrumentation Data Room (IDR)
serves all development test cells and is located one floor below the test cell
area.

     Cell 6 was designed specifically for the development testing of large
turbofan engines at sea-level-static conditions.  The general arrangement of
the cell is shown in Figure 23.  Air enters the cell from an inlet mounted on
the roof.  An array of turning vanes provides uniform, horizontal flow to the
engine.  The engine exhausts into an augmentor, where the exhaust is acousti-
cally treated, and exits into the atmosphere through a vertical stack.  The
augmentor pumps secondary air that flows around the engine and provides ex-
ternal cooling.  The engine is suspended from a thrust-measuring frame through
a flight-type pylon and engine fan-duct cowling.  The engine centerline is
nominally 10 feet from the floor.

     The engine is operated from an acoustically isolated control room adjacent
to the test cell.  The exhaust-gas-analysis equipment was located in the mez-
zanine area adjacent to the test cell and approximately in-line with the sam-
pling rake.

     The engine was equipped with the normal development-test instrumentation
needed to properly monitor engine performance.  Engine operating data were re-
corded on the Automatic Data Handling (ADH) system.  These data are recorded
on magnetic tape, computed, and printed out by the equipment located in the
IDR.
5.2  EMISSIONS SAMPLING AND ANLYSIS SYSTEM

     Exhaust samples were obtained through a remotely operated, rot atable-rake
system.  This system was designed for and previously used on the NASA/GE Ex-
perimental Clean Combustor Program (Reference 4).  A sketch of the rake system
is shown in Figure 24.  The main ring is 8 feet in diameter and is mounted to
the framework by a system of rollers.  Eight sampling rakes are attached to
                                      41

-------
                                     -Screen
-Sound Treatment
to
                                     Test Chamber
                                20-ft Wide.  20-ft High
            Inlet
            Stack
          20-ft Wide
          19-ft Long
                                                                                                         Exhaust
                                                                                                          Stack
                                                       Twenty-five
                                                       36-in. Dia
                                                       Tubes
                                    -Cascade Turning Vanes
                                Figure 23.  Development Engine  Test Cell Cross Section.

-------
       Screw Drives Nut  to Rotate Counterclockwise to 0° Position.
       Rakes 1,  3, 5, 7  are Manifolded  to Give Sample "A".
       Rakes 2,4, 6, 8 are Manifolded to Give Sample "B".
Sample
                                                                Motor
                          Forward Looking Aft
              Figure 24.  Rake System Shown at 45° Position.
                                  43

-------
the ring.  Rotation of the entire ring assembly through 45° is accomplished
with the rotating screw and traveling nut.

     Each of the eight rakes contains three sample orifices; alternate rakes
are manifolded to give two separate samples, designated A and B.  This forms
a double-cruciform sampling arrangement with 12 orifices in each cruciform and
with one cruciform displaced 45° with respect to the other.  Rake rotation is
remotely controlled, and a digital indicator shows the angular position.

     The CFM56 engine (Serial Number 502-005/2) on which the emissions mea-
surements were made contains a confluent core- and fan-exhaust system.  In this
configuration, the core engine exhaust nozzle is located 34.5 inches upstream
of the main nozzle.  Since the sampling rake is located just downstream of the
main nozzle, the exhaust profile at the sampling plane consists of a hot region
near the engine centerline (the core engine exhaust) surrounded by a relatively
cool region (the fan stream).  There is a relatively narrow transition region
where some mixing of the two streams occurs.  Previous engine-test data (on a
different CFM56 engine with a confluent exhaust system) had shown that the mix-
ing region is located between about 10 and 13 inches radially from the engine
centerline at the exhaust plane.  Based on this information, the sampling pat-
tern shown in Figure 25 was selected so that Rake A would sample only from the
core stream and Rake B would sample to approximately the outer edge of the
mixing region.  The sample from Rake A would thus be expected to show a fuel/
air ratio in agreement with the core engine fuel/air ratio; Rake B sample
fuel/air ratio would be somewhat lower than that of the core engine but con-
siderably higher than the overall-engine (including fan stream) fuel/air
ratio.  The area sampled by Rake B was selected to include all the fuel flow.

     It should be noted that the EPA procedure (Reference 3) is not specific
about how a confluent engine should be sampled; it only states that the sample
must be representtive - as indicated by the following quotation from that
document:

     "87.63 (l)(ii)(e)  In all cases, the probe shall be designed to
      obtain a representative sample over the area of the entire exhaust
      nozzle, on both mixed fan engines and nonmixed fan engines as well
      as turbojet and turboprop engines."

If the sampling pattern were selected to reproduce the overall engine fuel/
air ratio (including fan air), it is clear that a considerable portion of the
air must be drawn from the fan stream for a high bypass ratio engine such as
the CFM56 (6 to 1 bypass ratio).  This would dilute the sample excessively,
giving typical fuel/air ratios at takeoff power of about 0.003 rather than
0.02 (the CFM56 core engine fuel/air ratio).  This dilution is so high that
ambient concentration levels become appreciable compared to the measured
levels.  For example, C(>2 levels of about 0.6% would be measured as com-
pared to the typical ambient level of 0.03%.  If not considered in the cal-
culations, this would cause an error in measured fuel/air ratio of about 5%.
Based on this reasoning, and with the concurrence of the EPA project officer,
the sampling pattern shown in Figure 25 was selected.
                                      44

-------
•  Indicator Position Shown is 0°
•  Rotation is Clockwise (Aft Looking Forward) 45°
Figure 25.  CFM56 Rake Sampling Pattern.
                     45

-------
     Figure 26 is a photograph of the rake system mounted behind the CFM56
engine in Cell 6.  The view is aft looking forward and shows the engine ex-
haust nozzle, the core nozzle, and other internal components.  Figure 27
(forward looking aft) shows the right side of the rake system with the drive
mechanism and the engine exhaust nozzle; the Cell 6 augmentpr pipe is in the
background.

     The sampling rake was connected to the analysis system by two 3/8-inch-
O.D., steam-traced, sample lines (one each for Rakes A and B).  The sample
lines were about 45 feet long.  The sample lines are connected to the analysis
system through a valve box containing two three-way valves as shown in Fig-
ure 28.  The lines are connected such that, by proper manipulation of the
three-way valves, a sample from one rake is routed to the smoke console while
the sample from the other rake is pumped to the gas-analysis system.  The
dump pump is used to maintain the required dump flow rate of 20 liters per
minute.  With this system, the calculated sample-line transit time is 0.96
seconds.  The back-flush air supply is used during engine starting and
shutdown to prevent fuel from entering the sampling system.

     Figure 29 shows the emissions analysis system; the gas analyzers are in
the background, and the "smoke measurement console is in the foreground.  On
top of the smoke console is the valve box control and the control and readout
for the rake system.  This gas-analysis system is generally used for engine
emissions tests and was specifically designed and packaged by GE for compact-
ness and portability.  The four analyzers are manufactured by Beckman Instru-
ments, Inc.  The CO (Model 865) and O>2 (Model 864) analyzers are both non-
dispersive infrared instruments.  The NOX analyzer is a Model 951 heated
chemiluminescence analyzer with thermal converter, and the HC analyzer is a
Model 402 heated flame-ionization instrument.  The sample pumps, the flex^-
ible lines (to permit rake rotation), and the valve box are electrically
heated.  All other portions of the sample system are steam traced.  Tempera-
tures throughout the system were monitored with fourteen chrome1-alumel thermo-
couples .

5.3  ENGINE TEST DATA

     The six separate engine tests were conducted between October 28 and
November 16, 1977.  The tests were scheduled to obtain as wide a range of
ambient conditions as practicable.  As indicated in Table 6, a fairly wide
range of ambient conditions did result, including one test run with visible
precipitation.  The total spread was 39 to 70° F ambient temperature, 28.85
to 29.52 inches of mercury barometric pressure, and 18 to 72 gr/lb absolute
humidity.

     In each test, five separate engine-power conditions were run.  At each
power condition, emissions were measured separately on samples from Rake A and
Rake B at the 0° rotation position.  At the zero position, Rake A is vertical
and horizontal with orifices located as shown in Figure 25.

     A complete tabulation of the CFM56 engine test data is given in Appendix
B.  Note that "ambient" temperature and pressure are measured at the fan in-
let rather than outside the test cell." The difference in pressure may be

                                      46

-------
          View is  Aft  Looking Forward  into Exhaust Nozzle
Figure 26.  Rotating Rake System Mounted Behind CFM56 Engine  with
            Confluent Exhaust Nozzle.
                                47

-------
View is Forward Looking Aft with Cell Augmentor in Background








        \
     Figure  27.   Rake System Mounted  Behind CFM56 Engine.
                             48

-------
                                                       Back-Flush
                                                          Air
(0
Rake A Sample I
_^—.	1

•*•	1
Rake B Sample I
                                                                           Smoke    !
                                                                          Console   '
                                                                           with     I
                                                                           Pump     '

                                                                          	I
                                                                                          Vent
                         Vent
                                                                                 Beckman Analyzers
                                                                                  i	j
                                                                                  I   Model  402   '
                                                                                  ,   _     	I
                                                                                     Model  951
                                                                                        (NOX)
                                                                               Model 865
                                                                                 (CO)
                                                                             	,
                                                                               MODEL 864   I
                                                                                 (C02)
                                                                                                      Vent
                                  Flowmeter
                           Figure 28.  Emissions Sampling and Analysis System.

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Figure 29.  Smoke Measurement and Gas Analysis  Systems,
                          50

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     Table 6.  Range of Ambient Conditions During Engine Tests.
Engine
Test
Run
1
2
3
4
5
6

Date
10/28/77
11/03/77
11/10/77
11/10/77
11/14/77*
11/16/77

Temperature,
' F
54.7 - 55.7
69.0 - 70.0
39.7 - 43.7
38.7 - 39.1
49.7 - 60.0
49.0 - 49.8

Pressure,
in. of Hg
29.30 - 29.52
29.05 - 29.38
29.05 - 29.22
29.07 - 29.30
28.97 - 29.46
28.85 - 29.11

Humidity
gr/lb
47 - 50
72
18 - 19
18 - 19
22 - 39
46 - 47
*Run in two segments (11/14/77) and 11/15/77)
                               51

-------
important at the highest power conditions where appreciable pressure drop
occurs in the inlet stack.

     The initial data from this test series showed that the fuel/air ratio
from Rake B varied from about 79% of the calculated value  (FAR57) at idle power
to about 96% of FAR57 at takeoff power.  This  is within a  reasonable range
based on the sample orifice locations.  The sample fuel/air ratio from Rake A,
however, ranged from 56% at approach power to  81% of FAR57 at takeoff power.
This is considerably lower than had been anticipated since the orifice loca-
tions were selected to obtain good agreement with the core fuel/air ratio.  The
cause of this discrepancy was found to be the  flow disturbance in the wake of
the engine support pylon which affected the top vertical portion of Rake A in
the 0° position.  A detailed examination of total temperature and pressure
surveys at the exhaust plane revealed that the magnitude of the pressure and
temperature variations over Rake A orifices were sufficient to cause the ob-
served discrepancy in fuel/air ratio.  During  several of the tests, the rake
was rotated to further investigate the circumferential variation in fuel/air
ratio.  However, since emission indices do not change with air dilution, the
measured gaseous emission indices were quite independent of rake rotation.
Some effect on measured smoke levels due to circumferential variation in fuel/
air ratio was anticipated.  However, the variation in measured smoke levels
with circumferential location did not appear to be related to local fuel/air
ratio variations.  This is due in part to the  fact that significant smoke
levels (SN > 5) were measured only at the high power conditions (climb and
takeoff), where the fuel/air ratio variations were relatively small.  A com-
plete discussion of the effect of the support  pylon flow disturbance on mea-
sured fuel/air ratio is given in Appendix C of this report.

     Table 7 shows corrected emission indices  for the engine tests.  EICO and
EIHC are corrected for P3, and EINOX is corrected for P$ and humidity, as was
done for the rig-test data.  The measured values for emission index were the
average of Rake A and B samples, each obtained in the 0° rake position.

     Figure 30 shows CO emission index for the CFM56 engine tests at idle and
1.5 idle power.  Both measured and corrected data (from Table 7) are shown.
For comparison, a line determined by the Calspan-EPA correlation of the un-
corrected data is also shown.  This line is drawn through  the average emis-
sion index with a curvature determined by analysis of the  rig data (T3coef =
0.006443) as presented in Reference 1.  Note that this is not a completely
realistic comparison of the two correction methods since the relative values
depend to some extent on the reference conditions chosen.  For the 1^ refer-
ence conditions shown in Figure 30, the Calspan-EPA correlation gives a some-
what higher El than does the El corrected for P^.  This comparison manifests
the obvious fact that, if test P$ is close enough to the reference value,
it makes no difference whether a P$ correction is included in the data
analysis.

     It might also be pointed out that, in Figure 30, the corrected curve is
continuous and defines the change in EICO along the engine operating line
since ?3 Ref is defined to be at T3.  The Calspan-EPA correlation is dis-
continuous because it defines the change of EICO with T3 at constant ?3 (or
constant power level).

                                      52

-------
         Table 7.   Engine Test Emission Indices Corrected
                   for Pressure and Humidity.
Power
Idle





1.5 Idle





30%





85%





100%





T3, ° F
368.9
394.6
351.7
343.8
363.3
363.1
430.4
456.8
418.0
421.3
436.4
429.5
615.5
645.1
597.9
592.0
612.8
611.5
880.9
910.0
847.0
848.6
892.0
869.8
933.2
968.1
899.6
898.9
948.6
920.3
P3, psia
51.80
52.30
51.80
51.60
51.90
51.10
67.70
67.90
67.60
70.40
70.00
67.20
140.50
140.20
139.40
142.60
141.60
141.30
296.30
293.90
294.90
296.40
292.00
293.90
336.70
335.70
336.00
336.10
335.60
333.00
P3R, psia
55.09
60.06
50.48
48.93
52.88
52.84
69.55
77.41
66.11
67.01
71.27
69.29
140.20
154.85
127.36
129.22
138.90
138.29
304.71
327.28
279.55
280-71
313.21
296.34
345.91
375.02
319.11
318.56
358.60
335.48
Corrected Emission Index
EICO
24.60
22.59
30.30
34.76
28.29
26.25
14.36
14.34
17.17
17.98
15.48
15.81
3.61
4.44
6.01
5.45
5.15
5.11
0.77
1.40
1.25
1.25
1.31
1.19
0.77
1.19
1.19
1.14
1.13
0.59
EIHC
1.03
0.42
1.01
1.31
1.00
0.92
0.75
0.25
0.32
0.51
0.57
0.32
0.40
0.12
0.13
0.19
0.16
0.16
0.05
0.04
0.11
0.
0.08
0.05
0.05
0.
0.11
0.11
0.08
0.05
EINOX
3.69
4.77 "
3.70
3.76
3.94
3.51
4.39
5.66
4.44
5.13
4.90
4.69
8.41
9.51
7.55
8.02
7.71
7.65
14.79
15.99
12.88
13.88
15.34
14.67
17.19
18.93
15.32
16.50
18.08
17 . 34
Corrected EICO  = EICO  (PS/PS Ref)1-5

Corrected EIHC  = EIHC  (P3/P3 Ref)2'5
Corrected EINOX = EINOX (PS Ref/P3)°-37  exp -18.8 (44 - Humidity)/7000
                                53

-------
X
<1>
•a
e
w
o
u
                                                    Corrected for



                                                    Uncorrected
                                                    Calspan - EPA T3

                                                    Correlation of Un

                                                    corrected Data
   15
   10
     300
                                                                               500
   Figure 30.  Comparison of Corrected  and Uncorrected  CO Emission  Index

                for CFM56 Engine Tests at Idle and 1.5 Idle.
                                        54

-------
     Figure 31 shows comparison of NOX emission index corrected for humidity
with EINOX corrected for humidity and Py.  In this case, the P$ correc-
tion has very little effect on EINOX, mainly because EINOX varies only as the
0.37 power of pressure.  In addition, the reference value of P^ is quite close
to the pressure obtained during the engine tests.

     Similar comparisons can be made for hydrocarbon emission index.  However,
in this case, the rather small differences considered are insignificant com-
pared with the scatter in the data observed at the very low levels of emission
index encountered.
5.4  CALCULATION OF EPA PARAMETER FOR ENGINE TESTS

     The engine-test data may be used to calculate the EPA parameter.  The
calculation method and standard will follow the recently proposed methods
(Reference 5) since it is assumed that the EPA will eventually adopt this for-
mat.  To maintain consistency in this report, the SI units of the standards
have been converted to the corresponding English units.  The appropriate stan-
dards for comparison are for Class T2 engines, newly manufactured.  The 22,000-
Ibf thrust version of the CFM56 engine does not exceed 25 to 1 rated pressure
ratio and thus does not benefit from the increased NOX standard allowed the
higher pressure ratio engines.

     Table 8 summarizes the CO EPA parameter calculation for the six engine
tests.  In order to demonstrate the variability of these data, the mean and
standard deviation of the various values involved in the calculation are tabu-
lated.  The emission indices tabulated for idle and 30% power level have been
corrected for P% by using the pressure-corrected data of Table 8 and for T^
using a correction factor derived from the rig tests.  The procedure involves
a linear regression fit of In El versus T$ to obtain the Tg coefficient which
is the slope of the regression line.  This procedure is fully explained in
Reference 1.  Alternatively, the pressure-corrected engine test data could be
plotted against T3, as in Figure 30, and the "average" El obtained from the
curve at T3 Ref.

     For these calculations, the reference 1^ and P-j have been obtained
from the CFM56 certification cycle (1976).  The reference values could have
been obtained from the current CFM56 status cycle or from the operating cycle
which matches the test engine.  For actual engine certification to these stan-
dards, it is expected that reference conditions will be obtained from the
production-engine status cycle or the best estimate of this cycle available
at the time of certification.

     Measured engine fuel flow is used in the present calculations to demon-
strate test-to-test variability of this important variable and also because
the EPA procedure requires the measured engine fuel flow to be used.  Due to
planned improvements in component efficiency, the certification cycle predicts
considerably lower fuel flow than measured on this development engine.  If the
final certification test were performed on a production engine, the measured
fuel flow corrected to standard-day conditions would correspond to the status
cycle.  It should be noted that, although the measured thrust is corrected to

                                       55

-------
                  25
05
                  20
               8
               •o
               a
               o
               •H
               CO
H


o*
                   15
                   10
                 Q
                                            Corrected  for PS and Humidity

                                            Corrected  for Humidity
                     800
                                                                                           1000
        Figure  31
                                   Comparison of Corrected and Uncorrected NOx  Emission Index for CFM56

                                   Engine Tests at 85% and 100% of Takeoff Power.

-------
          Table 8.   CO EPA Parameter  for CFM56 Engine  Tests.
           •  Emissions Data Corrected to Certification Cycle (1976)


Idle - 13 Ref - 378" F
COEI (Corrected for
P3 and 13)
Fuel Flow, pph
TIM, hr
Mass/Mode, Ib
30% - T3 Ref - 639° F
COEI (Corrected for
P3 and 13)
Fuel Flow, pph
Mass/Mode, Ib
85% - T3 Ref • 904° F
COEI (Corrected for P$)
Fuel Flow, pph
TIM, hr
Mass/Mode, Ib
100% - T3 Ref = 956° F
COEI (Corrected for P3>
Fuel Flow, pph
TIM, hr
Mass/Mode, Ib
Sum of Mass/Mode, Ib
Rated Thrust, Ibf
EPA Parameter, Ibm/
1000 Ibf
EPA Standard, Ibm/
1000 Ibf
Test Number
1


22.27
863
8.33


3.04
2465
0.50

0.77
6795

0.19

0.77
8092

0.07
9.09



0.413

2


27.08
885
10.38


4.64
2528
0.78

1.40
6875

0.35

1.19
8232

0.11
11.62



0.528

3


22.73
860
8.47


4.13
2477
0.68

1.25
6686
4


23.92
848
8.79


3.86
2509
0.65

1.25
6773

0.31

1.19
7969
0.31

1.14
8007

0.11
9.57
0.11
9.86



0.435


0.448

5


24.09
867
9.05


4.25
2508
0.71

1.31
6821

0.33

1.13
8249

0.11
10.20



0.464

6


22.30
851
8.22


4.17
2538
0.71

1.19
6806

0.30

0.59
8070

0.06
9.29



0.422



Mean


23.73
862.3
8.87


4.02
2504
0.67

1.20
6793

0.30

1.00
8103

0.095
9.94


0.452



SDEV


1.82
13.2
0.80


0.54
28.4
0.095

0.21
62.5

0.06

0.26
115.2

0.023
0.91


0.042



CV*


0.077
0.015
0.090


0.134
0.011
0.141

0.18
0.009

0.19

0.26
0.014

0.25
0.092


0.092


*CV - Coefficient of Variation =  SDEV/Mean
                                      57

-------
standard-day conditions, the EPA procedure does not specify that such a cor-
rection be made to the fuel flow.  If the final certification test were per-
formed on a development engine, presumably with inferior performance, the
question of what fuel flow to use in the EPAP calculations would need to be
resolved.

     In Table 8, TIM is the EPA specified time-in-mode, and mass/mode is the
product of El, TIM, and fuel flow.  The total mass/mode is determined mainly
by the CO at idle; this accounts for about 89% of the total.  Similarly, the
total variation in EPAP is determined mainly by the variation in fuel flow
and El at idle.  The average value of CO EPAP is 0.452; this exceeds the pro-
posed standard by 28%.  The coefficient of variation of the average EPAP is
9.2% - due mainly to the variability of the El at Idle (although CO variabil-
ity is higher at other power levels, the high El levels at idle most strongly
affect the EPAP).

     Table 9 is a summary of the HC EPA parameter calculations for the six
engine tests.  The fuel flow and TIM for each test are the same as on Table 8
and are not repeated.  As with the CO EPAP, the major contribution to HC is at
the idle operating mode.  These tests show that the engine meets the EPA stan-
dard for HC by a considerable margin; the average EPAP is only 20% of the stan-
dard.  The coefficient of variation in HC EPAP is 22%.

     Table 10 summarizes the NOX EPA parameter calculations.  For NOX, the
major contribution to the EPAP is in the climb-out mode (85% power) where 46%
of the NOX is formed; however, the other operating modes all contribute sig-
nificantly to the total.  Excellent reproducibility in the NOX EPAP is ob-
tained; the coefficient of variation is only 2.9%.  The NOX EPAP for this
engine exceeds the standard by 23%.

     Figure 32 shows CFM56 engine smoke number plotted against corrected
thrust as specified in the EPA procedures (Reference 5).  It should be noted
that samples averaged over the entire exhaust nozzle of this confluent engine
would exhibit much lower smoke numbers than core engine samples, such as
taken in this program, due to dilution with fan air.  The core engine smoke
number for the CFM56 meets the EPA standard with considerable margin as shown
in Figure 32.
                                      58

-------
         Table  9.  HC  EPA  Parameter for  CFM56  Engine Tests.
          •  Emissions Data Corrected  to Certification Cycle (1976)
Condition - Parameter
Idle - 13 Ref - 378* f
HCEI (Corrected for
P3 and 13)
Mass/Mode, Ib
30% - 13 Ref - 639° F
HCEI (Corrected for
?3
Mass/Mode, Ib
85% - T3 Ref - 904° F
HCEI (Corrected for ?•$)
Mass/Mode, Ib
100% - T3 Ref - 956° F
HCEI (Corrected for P3)
Mass/Mode, Ib
Sum of Mass/Mode, Ib
Rated Thrust, Ibf
EPA Parameter, Ibm/
1000 Ibf
EPA Standard, Ibm/
1000 Ibf
Test Number
1
0.79
0.30
0.40
0.07
0.05
0.01
0.05
0.005
0.385
0.018
2
0.68
0.26
0.12
0.02
0.04
0.01
0
0
0.290
0.013
^1
3
0.47
0.18
0.13
0.02
0.11
0.03
0.11
0.010
0.24
0.011

4
0.48
0.18
0.19
0.02
0
0
0.11
0.010
0.22
0.010

5
0.65
0.24
0.16
0.03
0.08
0.02
0.08
0.008
0.298
0.014

6
0.60
0.22
0.16
0.03
0.05
0.01
0.05
0.005
0.265
0.012

Mean
0.61
0.23
0.19
0.033
0.055
0.013
0.067
0.006
0.283
0.013
SDEV
0.12
0.047
0.10
0.019
	
	
0.058
0.0028
CV*
0.20
0.20
0.55
0.56
	
	
0.21
0.22
CV = Coefficient of Variation - SDEV/Mean
                                     59

-------
         Table 10.   NOX  EPA Parameter for  CFM56  Engine  Tests.
              Emissions Data Corrected  to Certification Cycle (1976)
Condition - Parameter

Idle - T3 Ref - 378* F
NOgEI (Corrected for
P3, 13, Humidity)
Mass/Mode, Ib
30% - Ta Ref " 639* F
NOxEl (Corrected for
?3, 13, Humidity)
Mass/Mode, Ib
85Z - T3 Ref • 904° F
NOgE! (Corrected for
P3, 13, Humidity)
Mass/Mode, Ib
100% - T3 Ref - 956° F
NOXEI (Corrected for
P3, 13, Humidity)
Mass/Mode, Ib
Sum of Mass/Mode, Ib
EPA Parameter, Ibm/
1000 Ibf
EPA Standard, Ibm/

Teat Number
1


3.81
1.42


8.98
1.48


15.93
3.97


18.55
1.75
8.62

0.392


2


4.50
1.73


9.35
1.58


15.68
3.95


18.18
1.75
9.81

0.410


3


4.06
1.51


8.70
1.44


15.48
3.80


14.48
1.72
8.47

0.385


4


4.24
1.56


9.14
1.53


16.60
4.12


19.95
1.86
9.07

0.412


5


4.15
1.56


8.29
1.39


15.95
3.99


16.48
1.59
8.53

0.388


6


3.70
1.36


8.26
1.40


16.38
4.09


19.53
1.84
8.69

0.395



Mean


4.08
1.52


8.78
1.47


16.00
3.99


18.53
1.75
8.73

0.397



SDEV


0.29
0.13


0.45
0.075


0.42
0.11


1.21
0.097
0.25

0.11



CV*


0.071
0.085


0.051
0.051


0.026
0.029


0.065
0.055
0.029

0.029


*CV " Coefficient of Variation »  SDEV/Mean
                                      60

-------
   25
   20
       	 EPA Standard  (23.4) 	
11)
.0
i
w
    15
    10
                    5,000
10,000          15,000


Corrected Thrust, Ibf
                                                                          O


                                                                          O
20,000
           Figure 32.  Core Engine Smoke Number for CFM56 Engine Tests.
                                        61

-------
                              6.0  CONCLUSIONS
     The following are signficant conclusions resulting from work conducted
on this program:

     1.   The effects of ambient temperature, pressure, and humidity can best
          be evaluated through the consequent changes in combustor inlet con-
          ditions of temperature, pressure, and humidity.

     2.   CO and HC emission levels generally decrease with increasing combus-
          tor inlet temperature (T3) and pressure (P3).  For the CFM56 combus-
          tor, CO and HC emissions are very sensitive to T3 and P%.  However,
          the effect of Py is small (<10%) over a typical range of variation in
          ambient pressure when tests are conducted at or near sea level.  No
          significant change in CO and HC with humidity was noted for the
          CFM56 in the range of moisture levels investigated.

     3.   NOX emission levels generally increase with increasing 1$ and ?3 and
          decrease with increasing humidity.  As with most gas turbine combus-
          tion systems, the CFM56 combustor NOX level is moderately sensitive
          to T3 and humidity and slightly sensitive to P%.

     4.   A data-analysis methodology was used which allows convenient presen-
          tation of data obtained over wide ranges of T3, Py, humidity, and
          power level.  In this method, measured CO and HC levels are cor-
          rected to reference P$ and correlated against T3-  The measured NOX
          level is corrected' to reference P$ and humidity and correlated
          against 13.

     5.   Corrected emission levels were used to calculate EPA parameters for
          the CFM56 engine tests.  Coefficients of variation of the calculated
          parameters for the six tests were 9% for CO, 22% for HC, and 3% for
          NOX.

     6.   The EPA procedure specified for measurement of aircraft gas turbine
          emissions does not adequately define the sampling pattern for high-
          bypass, turbofan engines with confluent core and fan exhaust.  In
          particular, the meaning of "representative" sample should be clari-
          fied.

     7.   Significant circumferential variations in total temperature and
          total pressure can occur at the exhaust plane of engines with con-
          fluent core and fan exhaust.  These variations are in addition to
          the normally severe radial gradients and can cause distorted sample
          fuel/air ratios if the sampling system is not carefully designed.
          Measured emission indices are not strongly influenced by this fuel/
          air ratio distortion, but measured smoke levels are probably af-
          fected.

     8.   Accurate measurement and control of inlet humidity has been demon-
          strated in a full-scale combustor rig-test facility.

                                       62

-------
                                 APPENDIX A
                               RIG TEST DATA
     This appendix presents complete tabulations of the CFM56 combustor rig-
test data.  Nomenclature used in the data tabulation is defined below.
The tabulations are divided into four sections categories on each page.

     The date tabulated under Simulated Engine Conditions includes the EPA
specified engine-power level, simulated ambient conditions for the particular
test point, and engine parameters calculated using the appropriate engine
cycle as discussed in a previous section of this report.

     The second category is actual rig conditions.  These measured values were
intended to be the same as the simulated conditions.

     The third group of data is obtained from the measured emissions values.

     The fourth group of data lists emissions values corrected to simulated
engine conditions.  For this correction, only a pressure effect on NOX and
smoke is considered.  The NOX emission index is taken to be proportional to
the 0.37 power of the pressure, and the smoke number is taken to be propor-
tional to the 1.5 power of pressure.  These correction factors were derived
from previous correlation studies on similar CFM56 combustors.  The major pur-
pose of these correction factors is to account for the fact that, at the high-
est power levels (85 and 100% power), the rig tests were conducted at pres-
sures considerably lower than the true engine condition.
NOMENCLATURE FOR RIG TEST DATA

CASE      -  Consecutively numbered on table

RDG       -  Test reading number in time sequence

POINT*    -  Coded test point number
*POINT Code - First character, power:  1 = IDL, 2 = 1.5IDL, 3 = APP, 4 = CLI,
               5 = T/0
            - Second character, replication:  A or B for rig test
            - Third and fourth characters, test point:  0 through 22 per test
              point schedule.
                                       63

-------
DATE

POWER


FN, LBS

FNK, LBS

TAMB, F

PAMB, PSIA

HUM, GR/LB

P3, PSIA

T3, F

W36, PPS

WFE, PPH

FAR4

CO, PPM

C02, PCT

HC, PPM

NOX, PPM

EICO

EIHC

EINOX

SMOKE

FARGAS

EFF, PCT
-  Test Date

-  Nominal engine power level:   IDL (Idle), 1.51DL (1.5 Idle),
   APP (Approach), CLI (Climb), T/0 (Takeoff)

-  Net thrust

-  Corrected thrust - FN*14.696/PAMB

-  Ambient temperature

-  Ambient pressure

-  Ambient humidity

-  Compressor discharge pressure

-  Compressor discharge temperature

-  Combustor airflow

-  Engine fuel flow

-  Combustor fuel/air ratio

-  CO concentration (wet)

-  C02 concentration (wet)

-  Hydrocarbons (equivalent

-  NOX concentration (wet)
                              concentration (wet)
CO emission index, Ib of CO per 1000 Ib of fuel

HC emission index, Ib of HC per 1000 Ib of fuel

NOX emission index, Ib of NOX per 1000 Ib of fuel

Smoke number

Fuel/air ratio calculated from sample composition

Combustion efficiency calculated from sample composition
                         64

-------
                                                  CFM56  CQMRUSTQR RIG DATA.
Oi
Ol
CASE
RDG
POINT
DATE
i
i
1A 1
1 1/19/76
2
23
IB 1
11/22/76 i
3
4
1A ?
1/19/76
4
26
IB 2
11/22/76
5
5
1A 3
1 1/19/76
6
9
IB 3
11/22/76
7
6
1A 4
1 1/19/76
8
52
IB 4
11/23/76
9
10
1A 5
11/22/76
10
51
IB 5
11/23/76
SIMULATED ENGINE CONDITIONS
POWER
FN, L8S
FNK, LBS
TAMB, F
">AMB. PSIA
HUM, GR/LB
P3, PSTA
T3, F
W36, PPS
WpF , PPH
FAR4
IDL
1260.
1286.
19.0
14.398
14.0
48'.87
295.?
I5'.9S
843.
0.01470
IDL
1260'.
1286.
i"..o
l'4.39fl
14.0
48'.87
?95.2
15.95
. ..843J.... .
0.01470 0
IDL ..
125?.
127*.
..5i'.fl .
14.3?8
14.0
48.84
325'.2
15.71
847.
.01500
1DL_
1252.
1278'.
.39.0
14.398
14.0
48.84
325.2
15.71
847,
0.01500
	 	 IDJ,
1246.
1272.
59. .0.
14.398
14.0
48.83
35S.1
15.49
851.
0.01530
IDL .
1246.
1272.
59.0. _
14.398
14.0
48.83
355.1
15.49
851.
0.01530
IDL
1238.
1264.
. B5.D.._
14. 3^8
14.0
48.78
393.7
15.22
856.
0.01560
IDL
1238.
1264.
85.0..
14,398
14.0
48.78
3^3.7
15.22
856.
0.01560
IDL ..
1234.
1259.
JQ5.Q .
14.398
14.0
48,74
423.2
15.02
859,
0.01590
.. .LDL
1234.
1259.
J 0 5 . 0
14.398
14.0
48.74
423.2
15.02
859.
0.01590
ACTUAL RIG CONDITIONS . . . . . 	 .__...
P3» PSIA
T3, F
fc36, PPS
WFF, PPH
FAR/I
HllV, GR/L.B
EMISSION DATA.,,
CO, PPM
C02, PCT
HC» PpM
NOX, PPM
EICO
EIHC
FTNOX
S^OKE
FflRGflS
EFF, PCT
EMISSION DATA,
FICO
EIHC
ETNOX
SMPKF
EFF, PCT
"8.?5
294.6
15 '.06
844.
0.01560
lV.«
MEASURED
611.2
3.323
130.7
32.2
36,13
'4.4?
3'. 12
5.5
0.01663
98'. 71
CORRECTED TO
36,13
4.42
3'.) 3
5.6
98.71
48.75
?97.a
16.38
828.
0.01409 n
19.7

555.1
3.135
70.6
29.0
34,86
2.54
2.99
3.7
0.01564 (i
98.92
SI*'. ENGINF
34,86
2.54
2.99
3.7
98.93
48.40
32f.O
15.98
83 T.
,014«5
10>
.....
512'.7
3.1?1
75^3
32^
32.38
2.72
3.42
3'. 2
.01555
98.96
CONfT.
32.38
2.72
3.43
3". 3
98. 97
48.82
317.0
15.45
832.
0,01499
14.0
..
532.5
3.33"
63.8
31.7
31.47
2.16
3.08
2.3
0.01664
99.04

31.47
2.16
3.08
2.3
99.05
48.02
348.5
15.04
838'.
0.01548
11.5
	
500.2
3.329
50.1
36.1
29,68
1.70
3.52
3.5
0.01657
99.13

29.68
1.70
3.54
3.6
99.14
48.98
356.0
14.36
840.
0.01628
14.9
.__. _ ._
492.6
3.388
45.4
40.3
28,74
1.52
3.86
2.8
0.01686
99.]7

- 28.74
1.52
3.86
2.8
99.18
48.65
386.5
15.63
847.
0,01507
" 12.6"
	 	 	
397.7
3,336
23.2
39.2
23,65
0.79
3.83
4,4
0.01654
99.36

23.65
0.79
3.83
4.4
99.37
48.94
393,6
14.68
844.
0.01599
7.4
. _ . ., . 	
390,0
3.447
14.7
39.7
22.45
0.49
3.76
3.1
0.01708
99.42

22.45
0.49
3.76
3.1
99.43
48.99
419.4
14.27
848,
0,01655
14". 9
. 	 . _ _
330.1
3.487
16.4
41.2
18,82
0.53
3,86
3.8
0.01725
99.50

18,82
0.53
3.85
3.8
99.51
48.94
424,6
14.38
847.
0.01638
7.3
	
352.6
3.520
'B.'iT
42.9
19,91
0.27
3.98
3.3
0.01742
99.50

19,91
0.27
3.97
3.3
90.51

-------
                                                  CFM56 CQMBUSTOR  RIG  DATA
01
CASE
RDG
POINT
DATE
11
?7
1A 6
1 l/2?/76
12
121
IB 6
12/10/76 1
13
28
1A 7
1/22/76
14
125
IB 7
12/10/76
15
32
1A 8
1 1 /22/76
16
95
IB R
12/ 6/76
17
90
1A 9
12/ 6/76
18
133
IB 9
12/10/76
19
29
1A10
11/22/76
20
126
1B10
12/10/76
SIMULATED ENGINE CONDITIONS
POWFR
FN, LBS
FNK, LBS
TA^B, F
PAMB, PSIA
HUM, GR/LB
P3, PSIA
T3, E
l\36» PPS
fcFE, PPH
FAR1
IPL
1246.
1271.
39. n
14.398
35.0
48'. 71
324.3
15.66.
846.
0.01510
inu
1246.
1271.
39.0
1«.398
35.0
48.71
321.3
15.66
.846.
0.01510 0
. IOL
123fc.
126J.
59.0
14.398
52'. 5
«8.58
353'. 3
15.40
849.
.Ol5ao
IDL
1236.
12^1 .
59.0
14.398
52.5
48.58
353.3
15.40
849.
0.01540
IDL
1228.
1253.
..85.0
14.398
52.5
48,54
391.9
15.13
854.
0.01580
IDL
1228.
1253.
85.0
14.398
52.5
48.5"
391.9
15. 13
854.
0.01580
IDL
1223'.
1249.
105,0
14.398
52.5
48.50
121.3
14.93
857.
0.01610
IDL
1223.
1249.
105,0
14.398
52.5
48.50
421.3
H.93
857.
0.01610
IDL
1231,
1256.
59.0
14.398
70.0
48,48
352.6
15,36
848,
0.01550
IDL
1231 .
1256.
59,0
11.398
70.0
IS. 18
352.6
15.36
818.
0.01550
ACTUAL «IG CONDITIONS
P3» PSTA
T3. F
W36, PPS
HFE, PPH
FARI
HUN, GR/L8
EMISSION DATA,
co» PPM
CO?. PCT
HC, PPM
NOX, PPM
ETCO
EIHC
El NOX
SfOKF
FARGAS
EFF, PCT
EMISSION DATA,
EICO
EIHC
ETNH*
S^OKE
EFF, PCT
48'. 65
317.9
IS'.flS
833.
0.01 167
35.3
MEASURED
53?. «
3.256
58.0 .
28. 2
3?, 27
2.01
2'.-fll
3.1
0.01623'
99'. ol
CORRECTED TO
32'. 27
?.()1
2'. 81
3.1
99.05
48.60
318.7
15.44
838'.
0.01514 0
32.3

545.8
3.261
63.1
31.6
32,99
2.18
3.14
1.6
0.01626 0
99.00
SIN'. ENGINF
32,99
2.18
3.14
.1.6
99.01
4ft. 34
352'. 2
15.00
836'.
.01564
72'. 0

461 '.8
3.«p9
36S. 7
31'.5
26,81
l.?2
3.00
3'.1
.01694
99. ?4
CONo'.
26. SI
l.?2
3.01
3'.1
99. ?5
48.74
342.1
15.11
841.
0.01557
50.3

490.4
3.254
43.3
31.5
29.78
1.51
3.14
0.2
0.01618
99.15

29.78
1.51
3.14
P.2
99.15
48.76
386. .5
15.16
840.
0.01552
52.8
-
380.7
3.456
17.4
35.7
21.87
0.57
3.37
3.3
0.01713
99.42

21.87
0.57
3.36
3.3
99.43
48.65
390.2
15.22
869.
0.01598
51.9
-
388.2
3.6)7
H.l
35.2
21,32
0.35
3.18
«.3
0.01793
99.i|6

21.32
0.35
3.18
«.3
99.47
48.12
418,8
13.8J
866.
0.01758
60,0

380,8
3.885
9.9
39.7
19.49
0.29
3.33
2,8
0.01926
99.51

19.49
0.29
3.34
2,9
99.5?
48.43
412.1
14.64
846.
0.01616
51.9
.'....
312.5
3.402
10.1
37,0
20.01
0.34
3.55
0,3
0.01683
99.49

20.01
0.34
3.55
0.3
99.50
48,44
351,9
15.03
835.
0.01559
71 .8
. .
458.6
3,376
35.5
31.6
26.88
1.19
3.04
3.0
0.01678
99.24

26.88
1.19
3.01
3.0
99.25
18.67
345,9
15.16
812.
0.01557
67,6

171.5
3,345
42.8
30.5
28.05
1.45
2.96
0.5
0.01663
99.19

28.05
1.15
2.96
0.5
99.20

-------
CFM56 CO-MBUSTOR RIG  DATA
CASE
RDG
POINT
DATE
21
96
1A! 1
12/ ft/76
22
129
1R1 1
12/10/76 i
23

-------
                                                   CFM56 CQMBUSTnR RIG-DATA
01
oo
CASE
POG
POINT
DATE
31
30
1A16
1 1 /22/7b
32
127
1R16
12/10/76 i
33
11
I A .17
1/22/76
34
50
1B17
11/23/76
35
93
1A18
12/ 6/76
36
132
1B18
12/10/76
37
3
1A19
11/19/76.
38
25
1B19
1 1/22/76
39
31
1A20
11/22/76
40
128
1020
12/10/76
SIMULATED FNGINE CONDITIONS
PO^ER
FN, 1. BS
FNK, LBS
TA^B, F
PA^B, PSIA
Hi)"-1, GR/LB
P3, PSIA
TV F
W36, PPS
KFE, PPH
FAR4
IDL
1356.
1257.
59.0
15.856
5?. 5
53.40
35?. 8
16'. 96
924.
0.015-^n
IDL
1356'.
1257.
59.0
15.856
52.5
53.40
352. 8
16.96
92«.
0.01S30 0
I°L.
1356.
1257.
105J.O
15.B56
11'. 0
53.61
122.7
16.55
936.
.01570
IDL
1356.
1257.
105.0
15.856
1«.0
53.61
122.7
16.55
936.
0.01^70
IDL
1309.
1214.
105.0
15.856
175,0
52.53
415.1
16.14
928.
0.01640
IDL
1309.
1214.
1P5.0
15.856
175.0
52.53
415.1
16.14
.928.
0.01640
IDL
1121.
1291.
19.0
12.763
14.0
43.43
295.8
14.13
758.
0,01490
IOL
1121.
1291.
19,0
12.763
14.0
43.43
295,8
14.13
758.
0.01490
IDL
1099.
1265.
59.0
12.763
52.5
43.14
354.0
13.63
763.
0.0157Q
IDL
1099.
1265.
59^0
1~2.763
52.5
43.14
354.0
13.63
763.
0.01570
ACTUAL RIG CHNDITIONS
P3, PSIA
T3, F
IM36, OPS
WFE, PpH
FAR 4
HUM, r,R/LB
EMISSION DATA,
Cn, PPM .
C02, PCT
He, PPM
NflX, PPM
FICO
EIHC
EINOX
SMOKF
FARGAS
FFF, PCT
tMissrCM DATA,
EICO
FTHC
ElNOx
SNCKF
EFF, PCT
53'. 36
351.6
16.42
91?.
0.01554
54. 8
MEASURED
390.7
3.4)8
26.0
33.4
22.91
0'.86
3'. 19
3.0
0.01695
99'.37
CORRECTFn TO
22.91
0'.R6
3.19
S°
99.38
53.29
347.2
17'. 04
916.
0.01504 0
«7.7

411 .2
3.290
27.1
32.3
24,77
0,93
3.20
0,8
0.01632 0
99.32
SI". F.NGTNF
24.77
0.93
3.80
0.8
99.33
53.70
121 '.4
17. ?4
923'.
.01492
15'. 7

322'. 0
3.4R2
n',0
44.4
18.40
0.36
4.17
u.o
.017?2
99.53
CONn'.
18.40
0.36
4.17
f'.o
99.53
53.«5
427.7
16.08
923.
0.01596
«.l

296.9
.3.463
5.3
43.9
17.07
0.17
4.15
2.2
0.01711
99.58

17.07
0.17
4.14
2.1
99.58
52.11
410.3
15.69
942'.
0.01710
180.6

342.1
4,o5o
10,4
29.2
16.82
0.29
2.36
3.1
0.02007
99.57

16.82
0.29
2.37
?.l
99.58
52.75
403.4
16.08
920.
0,01629
173.3

312.7
3.496
10 '.6
28.7
17.79
0.35
2.68
3.0
0.01729
99.54

17.79
0.35
2.68
3.0
99.55
43.06
292.0
13.26
742.
0.01557
11.8

725.8
3.l8n
176.7
29.2
44.58
6.22
2.95
3.9
0.01600
98.33

44.58
6.22
2.96
3.9
98.34
43.45
300,3
13.85
745.
0.01497
15.2

664.0
3.211
1H. 9
27.4
40.55
3.91
2.74
2.8
0.01610
98.65

40.55
3.91
2.74
2.8
98.66
43.15
352.5
13.98
758.
0.01516
52.1

545.1
3.424
49.4
31.1
31.43
1.63
2.94
2.6
0.01706
99.09

31.43
1.63
2.94
2.6
99.10
42.90
346.9
13.53
758.
0,01567
51.2

582.6
3.338
65.9
29.9
34.38
2.23
2.90
2.0
0.01666
98.97

34.38
2.23
2.91
2.0
98.97

-------
                                                  CFM56 COMBUSTOR RIG  DATA
O5
CO
CASE
RDG
POINT
DATE
01
09
1R21
1 1/23/76
02
216
1 C21
12/10/76 i
03
92
1 A2?
2/ 6/76
00
135
1B22
12/10/76
05
10
2A 1
1 1/22/76
06
07
28 1
11/23/76
07
17
2B 2
1 1/22/76
08
33
2C 2
11/23/76
09
18
2A 3
11/22/76
50
05
2B 3
11/23/76
SIMULATED ENGINE CONDITIONS
POKER
FN, IBS
FNK, LBS
TAMB, F
PAMB. PSIA
HUN', GR/LB
P3, PSIA
T5, F
V»36, PPS
hFE, PPH
FARO
IDL
1098.
1260.
105.0
12.763
10.0
4 3'. 29
020.0
13'.30
773.
0.01620
IDL
1098'.
1260.
.105.0
12.763
10.0
03.29
020.0
13.30
.. 773.
0.01620 0
IDL
106o'.
122i.
105'.Q ..
12.763
175'.0
02.00 .
Ol6'.0
12.96
766.
.01680
ID.L
1060.
1221.
1 05.0
" 12.763
175.0
42.04
016.4
12.96
. 766.
0.01680
1.5TDL
2006.
2007.
19.0
10.398
10.0
60.33
356.7
20.7?
1051.
0.01010
1.5IDL
2006.
2007.
19.0
1 0 . 398
10.0
60.33
356.7
20.72
1051.
0.01010
1.5IDL
1986.
2027.
39.0
10.398
10.0
60.18
388.0
20.01
1051.
0.01030
1.5IDL
1986.
2027.
39.0
10.396
10,0
60.18
388.0
20.01
1051.
0,01030
1.5 IDL
1969.
2010.
59.0
10.398
10.0
60.05
019.3
20.12
1050.
0.01050
1.5IDL
1969.
20)0.
59. Q .
10.398
14.0
60.05
419.3
20.12
1050.
0.01050
ACTUAL RIG CONDITIONS
P3, PSIA
T3, F
M6, PPS
WFE, PPH
FARO
HU^, PR/LB
EMISSION DATA,
CO, PPM
co2, PCT
HC, PPM
NOX, PPM
EICO
EIHC
FIMOX
SMOKE
FARGAS
EFF, PCT
fiissiON DATA,
EICO
ETHC
ETNOX
SMOKF
EFF, PCT
03%. 60
42V. 3
13'.05
762.
0.01623
7.7
MEASURED
026.6
3.5?0
13.5
01.2
20,01
0.00
3'. 81
2.7

• 99.39
CDRRECTFD TO
20,01
0.40
3 '.80
2.7
99.40
03.00
016.0
13.70
780.
0.01582 0
18.1

002.7
3.735
10.9
02.5
23,5)
0.05
3.71
. t .7 .
0.01855 0
99'. oo
SIM. FNGlNp
23,51
0.05
3.72
j. 7
99.01
02.05
01 2'. 7
12.73
769.
.017?!
170.9

000'.6
3.838
190
•27'."
22,78
0.58
2.37
4'.0
.01907
99.40
CONH.
22,78
0.58
2.37
4.0
99. a)
02.36
Oil 0
M I 1 . M
12.90-
760.
0.01677
170.6

010.0
3.508
19.9
27.7
23.01
0.65
2.57
1 .6
0.01 740
99.38

23.01
0.65
2.57
1.6
99.39
60.28
352.9
20.50
1032.
0.01000
9.0

302.2
3,062
12.0
38.7
19,61
0.06
4.13
2.6
0.01512
99.09

19.61
0.06
0.13
2.6
99.50
60.58
359.1
21 .24
1037.
0.01358
11.2

256.0
2.954
11.1
30.1
17,25
0.03
3.78
3.0
0.01056
09.55

17.25
0.03
3.77
3.0
99.55
60.15
392.5
20.33
1036.
0,01020
11.8
.
209.8
3.120
8.8
00.2
15,93
0.32
4.2l
3.3
0.01500
99.59

15.93
0.32
4.21
3.3
99.60
60.30
379.2
20.37
1001.
0.01021
9.3

205.3
3.107
7.6
4J.O
15.53
0.28
4.31
2,4
0.0155)
99.60

15.53
0.28
0.31
2.4
99.61
60.30
022.6
19,80
1035.
0,01451
11 .8

200.5
3.141
5.5"
00.0
12,98
0.20
0.59
2,2
0.01506
99.67

12.98
0.20
0.58
2.2
99.68
60.12
425.8
19.37
1036.
0.01088
9.7

221.4
3.257
0.0
00.8
13.56
0.14
0.50
3.1.
0.01605
99.66

13,56
o.io
0.50
3.1
99.67

-------
CFM56 COMBUSTQR RIG DATA
CASE
RDG
POINT
DATE
51
19
2^ 4
1 1/22/76
52
11/23/76 i
53
2o
2A 5
1/22/76
54
2B 5
1 1 /23/76
55
34
2A 6
1 1/23/76
56
117
2B 6
12/ 7/76
57
35
2A 7
1 1/23/76
58
119
?13 7
12/ 7/76
59
38
2A 8
11/23/76
60
141
2H 8
12/10/76
SIMULATED ENGINE CONDITIONS











POWER
FN, LBS
FNK, LBS
T A" B, F
PANS, PSIA
HU^» Gft/LQ
P3, PSTA
T3. F
1*36, PPS
fcFE, PPH
FAR4
T.5IDL
1 q 4 9 '.
I9ft9.
85.0
14.398
14.0
63".88
459 9
19.75
1 05n.
0.014PO
1.5IDL
1949'.
1989.
85.0
14.398
14.0
63.88
459.9
19. 7S
1050.
0.01480 0
1.5IDL
193?'.
197?.
105'.0
14.398
1 4'. 0
63.74
490'.8
1 19. 47
1050.
.Ol50o
1.5IDL
1932.
1972.
105.0
14.398
14.0
63.74
490.8
119.47
105o.
O.Ol5oO
1.5IDL
1975.
2016.
39.0
14.398
35.0
63.96
386.9
20.33
1049.
0.01440
1'.5IDL
1975.
2016.
39.0
14.398
35.0
63.96
386.9
?0.33
1049.
0.01 440
1.5TDL
1949.
19R9.
59,0
14.398
52.5
63.66
417,2
19.97
1046.
0.0147Q
1.5IDL
1949.
t989.
59,0
14,398
52.5
63.66
417.2
19.97
1046,
O.nl47o
1.5IDL
1929.
1969.
85.0
14.398
52.5
63.50
457.7
19.6J
1047,
0.0149Q
l.SIDL
1929.
1969.
85.0
14.398
52.5
63.50
457.7
19.61
1047.
0.01490
ACTUAL RIG CONDITIONS






E-










E-





P3, PSIA
T3/ F
M6, PPS
l\FE, PPH
FAR4
HUN, GR/L8
1TSSION DATA,
CO, PPM
C02/ PCT
HC» PPM
MOX, PPM
El CO
EIHC
ETNGX
SMOKF
FARIAS
EFF, PCT
IISSTON H^TA,
FICO
FTHC
FTNOX
Sl^OKF
FFF, PCT
64. n9
464.9
1 9 '. U 4
1033.
0.0 1« 80
11.7
MEASURED
1 84.9
3.2/48
2.6
49. p
1 f.37
0'.09
5'. 03
4 7
0.01596
99'.72
CORRECTED TO
11,37
0.09
5'. 02
4 6
99.73
/ -j o i_
O J . OO
460.3
20'. 16
1035.
0.0) 428 0
9.9

179. fl
3.229
2.5
49 4
11.12
0.09
5.02
1 .8
0.01589 o
99.7?
SIN". ENGINF
11,1?
0.09
5.02
1 .8
99'.73
63.92
4 9 6 'M 4
19. ?3
1036.
.01499
lO

16B'.7
3.275
2 . ]
54'. l
10. ?9
0.07
5.4?
3'. 9
.016H
99.74
COND.
10. ?9
0.07
5.41
3'. 9
99.75
63.77
490.0
19.13
1038.
0.015Q9
9.3

170.8
3.296
1.3
53.9
10.35
0.05
5.36
2.0
0.01621
99.75

10.35
0.05
5.36
2.0
99.75
64.03
380.3
20.37
1036.
0.01420
35.9

?58.?
3,106
6.6
38.1
16.55
0.24
4.01
1.8
0.01532
• 99. 5«

16.55
0.24
4.01
1.8
99.59
64. P4
388.2
?0.50
1037.
0.01411
27.7

243.4
3,243
4.8
39.3
14.96
0.17
3.97
3.2
0.01599
99.62

14.96
0.17
3.95
3.1
99.63
63.58
410.4
20.02
1034.
0,01446
51.9

199.9
3.229
6.0
39,6
12.36
0.21
4.02
2.8
0.0159o
99. 6R

12.36
0.21
4.02
, ?.8
99.69
64.08
410.9
19.86
1037.
0.01461
52.7

231.2
3.326
2.8
39.4
13.86
0.10
3.88
2.6
0.01640
99.66 '

13.86
0.10
3.87
2.6
99.67
63.37
447,6
19,57
1032,
0,01476
53.0

185.7
3.284
2.5
42.0
11.29
0.09
4.19
2.2
0.01616
99.72

11.29
0.09
4.19
2.2
99,73
63.12
452.0
18.90
1036.
0,01534
53.5

209.1
3.205
1.3
45.9
13.02
0.05
4.70
1.4
0.01578
99.68

13.02
0.05
4.71
1.4
99.69

-------
CFM56 CQMBUSTOR RIG DATA
CASE
ROG
POINT
DATE
61
83
2A 9
12/ 6/76
62
139 ..
2B 9
12/10/76 1
63
89
2Alo
2/ 6/76
64
ne
2B10
12/ 7/76
65
39
2A11
1 1 /23/7fc
66
4 1
2B11
11/23/76
67
84
2A12
12/ 6/76
68
123
. 2B12
12/ 7/76
69
88
2A13
12/ 6/76
70
122
2B13
12/ 7/76
SIMULATED ENGINE CONDITIONS
POKER
FN, LBS
FNK, LBS
TAMB, F
PANB, PSIA
HIJN, GR/LB
P3, PSIA
T3, F
W36, PPS
fcFE, PPH
FAR4
1.5IDL
1913.
1953.
105.0
14.398
52.5
63.35
488.6
19'. 34
1 046.
0.01510
U5IPL
1913.
1953.
105.0 _
14.398
52.5
63'.35
488.6
19.34
1046.
0.01510 0
1.5IDL
1939.
1980.
59' o
14.398
70'. 0
63.48
4 16'. 2
19.91
1045.
.01470
. 1.5IDL .
1939.
1980.
59.0
14.398"
70.0
63.48
416.2
19.91
1045.
0.01470
1.5IPL
1903.
1943.
85_,0
14.398"
105.0
62,98
454.7
19.42
1041.
0.01510
1.5IDL
1903.
1943.
._ 85^0 ..
14.398
105.0
62.98
454.7
19.42
1041.
0.01510
L.5IDU...
1886.
1925.
1 05 tQ_
14.398
105.0
62.84
485.5
19.15
1041 .
0.01530
I'.SIDL
1886.
1925.
. J05..0._
14.398
105,0
62.84
485.5
19.15
1041.
0.01530
1..5IDL .
1871.
1909.
. .85 ..ft. _.
14.398
175.0
62.33
450.9
19.18
1035. .
0.01540
_ 1.5 1 PL
1871.
1909.
85 0
"14.398 "r
175.0
62.33
450,9
19.18
1035.
0.01540
_ACTUAL RIG CONDITIONS . .. ... . . ... ,. .. 	
P3, PSIA
2 T3, F
W36, PPS
NFE, PPH
FAR4
HUM, GR/LB
..EMISSION DATA,
CO, PPM
C02, PCT
HC, PPM
Nnx, PPM
FICO
FIHC
EINOX
SMOKE
FARGAS
EFF, PCT
EMISSION DATA,
EICO
ETHC
ETN'OX
SMOKF
EFF, PCT
62'.94
484.5
18'.88
1045.
0.01548
52.0
MEASURED
183.7
3.415
0.8
47.0
10,75
0.03
4'.51
3.5
0.01681
99.74
CORRECTFD TO
10,75
0.03
4'.52
3.^
99'. 75
63.36
481.5
19.39
1034.
0.01492 0
51.8

180.2
3.233
1.0
47.5
11,13
0.03
4.82
.. 0.7 .
0.01590 0
99.73
SIM. FNGINF
11.13
0.03
4.82
0.7
99.74
63.41
428' 1
19.53
1026'.
.01472
64 '.2

2 16'. 8
3.478
2'. 5
39 '.5
12.44
0.08
3.72
3^4
.01714
99.69
COND.
12.44
0.08
3 -..7 2
J'.s .
99. TO
63.66
411.1
20.17
1 04o.
0,01446
66.1

230.2
3.365
3.4
37.5
13.64
0.12
3.65
4 f i
0.016^9
99.66

13.64
0.12
3.65
4j
99.67
63.13
449.2
19.95
1029'.
0.01455
104.5

182.3
3.260
2.7
39.2
llj.17
0.10
3.94
2.5
0.01604
99.72

11.17
0.10
3.94
2,5
99.73
63.24
456.9
19.24
1029.
0.01507
103.6

179.5
3.382
2.8
39.3
10.60
0.10
3.82
. . 3.0
0.01665
99.73

10.60
0.10
3.81
. 3.0
99.74
62.63
486.9
19.27
1043.
0,01526
102.5

170.4
3.477
0.7
41.0
9.79
0.02
3.87
3.1
0.01711
99.76

9,79
0 .02
3.87
3.1
99.77
63.02
483.6
18.56
1034.
0.01571
1 06,0

180.9
3.447
0.7
40.6
10.48
0.02
3.87
l-,8
0.01697
99.74

10.48
0.02
3.87
1.8
99.75
62.16
448.0
19.64
1033.
0'. 01 496
166.8

205.5
3.500
1.8
29.3
1 1.72
0.06
2.74
3 d
c_t _ —
0.01725
99.71

11,72
0.06
2.74
2.4
99.72
62.94
' 446,9
" 19.31 "
1027.
0,01513
166.4

206.6
3.471
1.9
31.1
1 1.88
0.06
2.93
1 i*'
o.oi7i r
99.70

11.88
0.06
2.92
1,9
99.72

-------
CFM56 COMBUSTOR RJG DATA
CASE
RDG
POINT
DATE
71
85
2A1/I
12/ 6/76
72
13?
2B14
12/10/76 i
73
13
2A15
1/22/76
7U
«8
2B15
1 1/23/76
75
36
2A16
1 1 /23/76
76
120
2B16
12/ 7/76
77
J?l
2A17
11/22/76
78
12
2B17
11/23/76
79
86
2A18
12/ 6/76
80
140
2B18
12/10/76
SIMULATED ENGINE CONDITIONS
POWER
FN. I.BS
FNK, LBS
TA^B, F
PAKB, PSIA
HU^, GR/LB
P3, PSIA
T3, F
W36, PPS
WFE, PPH
FARO
1.5IDL
1854.
1892.
105.0
14.398
175'.0
62'. 1 9
481 .6
18'. 9?
,1034.
0.01560
1.5IDL
1854'.
1892.
105.0.. .
11.398
175.0
62.19.
481.6
18.92
. 1031.
0.01560 0
1.5IDL
220?.
201 r.
.i^lo
I5.8s6
1«'.0
70.7'4
356'. 3
22.82
HSO.
.m«oo
1,5IDL
2202.
2011.
1^.0
15.856
11.0
70.71
356.3
?2.82
1150.
O.OllQO
1.5IDL
2111.
19R5'.
.59.0 .
15.856
52.5
70.01
116.8
21.99
1115.
0.01160
1.5IDL
2H1.
1985.
59.0
15.856
52.5
70.01
116.8
21.99
1H5.
0,01160
1.5IDL
2123.
1967.
_ 105,0.
15.856
11.0
70.12
190. a
21.16
1118.
0.01190
1.5IDL
2123.
1967.
105.0
15.856
14,0
70.12
l9o,4
21.16
1148.
0.01490
1.5IDL
2036.
1887.
105^0
15.856
175.0
68.40
481.1
20,85
1131.
0.01540 •
1.5IOL
2036.
1887.
. 105.0
15.856
175.0
68.40
181.1
20.85
1131.
0,01510
ACTUAL RIG CONDITIONS
P3» PSIA
T3, F
W36, PPS
WFE, PPH
FAR4
HU^, GR/LB
EMISSION DATA,
Cn» PPM
C02, PCT
HC, PPM
NOX, PPM
EICO
FTHC
FINOX
SMOKE
FARGAS
EFF, PCT
EMISSION DATA,
EICO
ETHC
EINOX
SMOKF
EFF, PCT
62'. 01
183.0
18.76
10«3.
0.01583
175.2
MFASUREP
179.9
3.576
1.0
33.2
10,05
0.03
3'. 05
3.5
0. 01761
99.75
CORRECTED TO
10.05
O'. 03
3'. 05
.3.5
99.76
62.28
«81 .7
18'.97
10?«.
0.01537 o
17«.2

179.0
3.278
1.6
33.7
10,90
0,06
3.37
1.*
0.01613 0
99.73
SIM. ENGINF
10.90
0.06
3'. 37
I.1'
99. 71)
70. (S9
352'. 1
22.75
1136.
.01392
13'. 6

238'.l
3.039
13.1
39 '.1
15.61
0.49
«.?!
2'. 8
.01198
99. S8
COND.
15.61
0./J9
1.?1
2.8
99.?9
70.92
357.6
23.15
1137.
0.01 366
11.0

226.6
3.021
8.2
38.1
11.91
0.3 1
1.13
3.7
0.01188
99.61

11.91
0.31
1.13
3.7
99.62
69.99
112.9
21.81
1 130.
0.01119
51.7
_
176.9
3.100
2.5
11.1
11.39
0.09
1.35
2.6
0.01521
99.72

11.39
0.09
1.35
.2.6
99.73
70.50
110.1
22.12
1132.
0,01132
51.2

201.3
3,301
2.3
39.8
12,17
0.08
3.96
2.9
0.01625
99.70

12.17
0.08
3.95
2.8
99.71
70.44
193.3
21.98
1132.
0.01435
13.0
_ 	
145.6
3.19?
1.3
53.9
9.11
0.05
5.54
3.6
0.01568
99.77

".11
0.05
5.53
?.6
99.78
6<>.80
192.6
?1.32
1134.
0.01480
10.1

154.5
3.251
1.0
56.4
9.50
0.04
5.70
1.8
0.01598
99.77

9.50
0.04
5.71
1.8
99.77
68,00
482,3
20.86
1135.
0.01550
174.6
_
171,9
3,496
0.7
34.4
9.83
0.02
3.23
3.8
0.01721
99.76

9.83
0.02
3.24
3,"
99.77
68.06
_«83. 3
20.27 '
1120.
0.01573
177.5

163.4
3,365
1.3
34.4
9.70
0.04
3.36
0.5
0.01655
99.76

9.70
0.04
3.37
0.5
99.77

-------
CFM56 COMBUSTOR RIG DATA
CASE
RPG
POINT
DATE
PI
. 15
?A19
1 l/2?/76
82
46
2B19
11/23/76 i
83
37
2A20
1/23/76
84
121
?B20
12/ 7/76
85
22
2A21
1 1 /22/76
86
43 .
?B2l
11/23/76
87
87
2A22
12/ 6/76
88
137
2B22
12/10/76
89
54
3A 1
11/30/76
90
. 57..
3B 1
12/ 6/76
SIMULATED ENGINE CONDITIONS
POKER
FNf LBS
FNK, LBS
TAMB. F
PAMB, PSIA
HUN, GR/LB
P3, PSTA
T3, F
W36, PPS
hFE, PPH
FAR4
1.5IDL
1784.
2054.
19.0
12.765
It'. 0
57'.J5
357.3
18.37
943,
0.01430
1,5IDL
1784.
2054.
19.0
12.763
14.0
57.15
357.3
18.37
943.
0.01430 0
1.51DL
1735.
1997.
5 91.0
12.763
52 '.5
56, S5
41 7'. 9
17.69
939.
.01490
.1.5.IDL
1735.
1997.
5?_.0
12.763
52.5
56.55
117.9
17.69
939.
0,01^90
1.5IDL
1719.
1979'.
105^0
12.763
14.0
56.61
49j .6
17.25
942.
0.01520
1..5TDL
1719.
1979.
105.0
12.763
14.0
56.61
49l'.6
17.25
942.
0,01520
1.51 PL
1649.
1899.
105.J3
12.763
175.0
55.24
482.4
16.76
929.
0.01530.
1.5IDL
1649.
1899.
105..0
12.763
175,0
55,24
482.4
16.76
929.
0.01530
_APP
6466.
6600.
19^0
14.398
14.0
138,56
551.4
40,97
2379,
0,01620
APP
6466.
6600,
J9.J. .
14.398
14.0
138.56
551.4
40.97
2379.
0.01620
ACTUAL RIG CONDITIONS
P3, PSIA
T3, F
1*36, PPS
WFE, PPH
FAR4
HU^, GR/LB
EMISSION DATA,
CO, PPM
cos, PCT
HC, PPM
NO*, PPM
EICO
EIHC
ETNOX
SMOKE
FARGAS
FFF, PCT
EMISSION DATA,
EICO
ETHC
FTNOX
SMOKE
EFF, PCT
57.1/j
357.8
17.99
928'.
0.01440
1?'.3
_ MEASURED.
313.1
3.125
22.3
35.6
21.80
o'.ei
3". 71
3.2
0.01546
99'.40
CORRECTFD TO
2l".80
O.fll
3'. 71
3.2
99. HI
57.47
358.9
t 8 '. 0 1
93 f.
0.01438 o
8.6

333.2
3.101
17.1
3«.8
21.34
0.63
3.66
?.« - .
0.01534 o
99.43
SIM. ENGI'NF
21,34
0.63
3.65
2.4
99.44
56.51
113'.8
17.56
927.
.01477
50'.8

250'.6
3.242
5'. 4
39 '.1
15.40
0.19
3.94
2'. 7
.01599
99.61
COND'.
15.40
0.19
3.9'4
2'.7
99.62'
56.80
412.1
17.44
93).
0,01495
53.7

264.5
3.320
5.2
37.9
15.87
0.18
3.73
_2.3
0.01638
99.60

15.87
0.18
3.72
2.. 3 .
99.61
56.69
494.6
17.07
927.
0.01513
12.6

J95.4
3,286
1.8
50.4
1 1.87
0.06
5.03
2.3
0.01617
99.71

11,87
0.06
5.03
2.3
99.72
56.63
492.2
16.60
930.
0.01558
7.9

208.7
3,302
2.0
51.7
12.61
0.07
5.13
. . .?.?__
0.01626
99.69

12,61
0.07
5.13
. ?.?
99.70
55.09
480,0
16.14
928.
0,01638
176.8

220.0
3.632
1.5
34.5
12.09
0.05
3.12
2.5
0.01791
99.70

12.09
0.05
3.12
2.6
99.71
55.53
477.9
17.05
917.
0,01531
169.9

199.9
3.370
2.2
32.0
11.84
0.07
3.11
0. .
0.01660
99.7)

11.84
0.07
3.10
0.
99.72
138.34
547.0
40.28
2378.
0,01642
9.2

80.7
3.479
1.6
82.3
4,65
0.05
7.79
5.6
0.01708
99,88

4.65
0.05
7.79
5.6
99.89
139.19
553.7
40.88'
2420.
0.01648
13.2

52.8
3,635
2.8
79,9
2.92
0,09
7.24
l-i5
0.01784
99.91

2,92
0.09
7.23
1.5
99,92

-------
CFM56 CQMBUSTOR RIG  D_ATA
CASE
RDG
POINT
DATE
91
58
3A 2
12/ 6/76
92
104
3B 2
12/ 7/76 1
9j
59
3A 3
2/ 6/76
94
98
3B 3
12/ 6/76
95
60
3A 4
12/ 6/76
96
105
38 4
12/ 7/76
97
61
3A 5
12/ 6/76
98
106
3B 5
12/ 7/76
99
82
3A 6
12/ 6/76
100
103
30 6
12/ 7/76
SIMULATED ENGINE CONDITIONS
POWER
FN, LRS
FNK, LRS
TAVB, F
PAMB, PSIA
HU^, GP-/LB
P3, PSIA
T3, F
1*36, PPS
WFE, PpH
FAR4
APP
6466.
6600.
39.0
14.398
14.0
138'.81
590.3
40'.40
. 2415.
0.01660
APP
6466'.
6600.
39.0
14.398
14.0
138.81
590.3
40.40
. 2415.
0.01660 0
APP
646(i,'.
6600.
5JL..O ...
14.398
14'.0
138.97
628' 9
39.84
2448.
.01710
APP.
6466.
6600.
59_.0
' [4.398
14.0
138.97
628.9
39.84
2448.
0.01710
APP
6466.
6600.
85.0
14,398
14.0
139. J7
678.7
39.17
2489^
0.01770
APP
6466.
6600.
85.0
14.398
14.0
139.17
678.7
39.17
2489.
0.01770
APP
6466.
6600.
1 05.Q
14.398
14,0
139.. 36
716.7
38.69
2521.
0.01810
APP
6466.
6600.
105,0.
14,398
14,0
139.36
716.7
38.69
2521.
0,01810
APP
6466.
6600.
39.0
14.398
35.0
138.80
589.8
40,36
2419.
0.01670
APP
6466.
6600.
. ...39^0..,
14.398
35.0
138.60
589.8
40.36
2419.
0.01670
ACTUAL/ RIG CONDITIONS
P3» PSTA
T3. F
V»j6, PPS
WFE» PPH
FAR4
HUM, GR/LB
EMISSION DATA,
C0» PPM
cn2, PCT
HC, PPM
NOX, PPM
EICO
FTHC
FINOX
SMOKE
FARGAS
FFF, PCT
EMISSION DATA,
EICO
EIHC
FINOX
SMOKF
EFF, PCT
139". 22
590.1
39'. 88
24S8.
0.017]5
11.6
MFJSURED ... ._
52.3
3.775
1.5
84.2
2'. 78
0'.04
7'. 35
1.7
0.01854
99.91
CORRECTED TO
2,78
0.04
7'. 34
I.6
99.93
140.18
591.9
39.85
2427.
0.01697 0
19.9

61.5
3.701
0.2
85.9
3,33.
0,01
7.65
2.5
0.01818 0
99.91
SIM. ENGINF
3,33
0.01
7.62
2.5
99>2
138.62
625 '.3
39.68
2459.
.017?5
1«.3

46'. 2
3.758
1 .3
9t'.l
2.46
0.04
7.98
0'.3
.018«5
99.92
COND.
2.46
0.04
7.99
0'.3
99.94
139.06
626.4
40.29
2467.
0.017Q5
16.9

55.4
3.818
0.
92.4
2.91
0.
7.97
3.?
0.01876
99.92

2.91
0.
7.97
3.2
99.93
139.52
676,0
38.73
2531.
0.01819
13.3

48.2
3,885
1.0
101.3
2,49
0.03
8.59
0.3
0.01909
99.92

2.49
0'.03
8.58
0.3
99.94
139.59
678.3
37.08
2508.
0.01884
20.0

59.9
3.977
0.
103.9
3,02
0.
8.61
1.7
0.01955
99.92

3.02
0.
8.60
1.7
99.93
139.73
707.8
38.63
2533.
0.01825
13.0

35.6
3.914
1.0
113.3
1,82
0.03
9.5/4
1.9
0.01923
99.95

1.82
0.03
9. S3
1.9
99.95
139.90
719,2
38.71
2539.
0,01827
20.8

55.6
4,071
0.3
113.2
2.74
0,01
9.16
2.3
0.02002
99.93

2.74
0.01
9.15
2.2
99.94
138.88
587.4
40.41
2418.
0,01670
33.1

73.9
3.717
0.2
81.3
3.99
0,01
7.20
1.7
0.01826
99.90

3,99
0,01
7.20
1.7
99.91
139.28
593,2
38.73
2432,
0,01752
33.0

72.0
3.815
0.
83.1
3.78
0.
7.17
2.6
0.01875
99.90

3.78
0.
7.16
2.6
99.91

-------
CFM56 COMBUSTOR RIG DATA
CASE
RDG
POINT
DATE
101
78
3A 7
12/ 6/76
102
99
3R 7
12/ 6/76 1
103
77
3C 8
2/ 6/76
104
112
3D 8
12/ 7/76
105
71
3A 9
12/ 6/76
106
1.07
3B 9
12/ 7/76
107
79
3A10
12/ 6/76
108
100
3B10
12/ 6/76
109
7?
3A11
12/ 6/76
no
110.
3B11
12/ 7/76
SIMULATED ENGINE CONDITIONS
POWER
FN, LBS
FMK, LRS
IAMB, F
PAMB, PSIA
HUM, GR/LB
P3, PSIA
T3, F
W36, PPS .
WFE, PPH
FAR4
APP
6466,
6600.
59..0
14.398
52'.5
138'.94
627.8
39'.77
. 2455.
0.01730
APP
64~66.
6600.
59_,0
14.398
52.5
138.94. ..
627.8
39.77
_..2455.
0.01730 0
APP
6466.
6600.
85'. 0
14.398
52'.5
.139.,5
677.5
39.10
249f.
.01790
. APP_._ .
6466.
6600.
85..0
14.398
52.5
13.9.15 .
677.5
39.10
2497.
0.01790
APP
6466,
6600.
. .1.05....Q _
14.398
52.5
. 139.33 ..
715.5
38.62
2529.
0.01830
APP
6466,
6600.
J05.0
14.398
52.5
139.33 _
715.5
38.62
2529.
0,01830
APP
6466.
6600.
.......59.0 .
14.398
70.0
. >38.93
627.3
39.74
2458.
0.01740
APP_ .
6466.
6600.
59.0
14.398
70.0
138.93.
627.3
39.74
.2«58.
0.01740
APR .. .
6466,
6600.
. ... 85,_Q. _.
14,398
105,0
139.. 12
" 675.9
39,01
2508. ,
0.01810
APP
6466.
6600.
8_5.0_
"14.398
105.0
J39.12
675.9
39.01
2508.
0.01810
ACTUAL RIG CONDITIO_N_S
P3, PSIA
T3' F
W36, PPS
KFE, PPH
FAR4
HUP, GR/LB
EMISSION DATA,
Co, PPM
C02, PCT
HC, PPM
NOX, PPM
EICO
ETHC
EINOX
SMOKE
FARGAS
EFF, PCT
EMISSION DATA,
EICO
EIHC
FINDX
SMOKE
EFF, PCT
138'.83
623.8
40.21
2492.
0.01734
52.6
MEASURED
73.6
3.837
0'.3
81.7
3,85
0.01
7'. 01
1.3
0.01886
99'.90
CORRECTED TO
3^85
0.01
7lol
j .3
99.91
139.02
627.6
40.04
2498.
0.01746 0
53.0

57.4
3,888
0.
83.1
2.96
0.
7.04
1.8
0.01911 0
99.92
SIM. ENGINF
2,96
0.
7.04
,1.8
99.93
139.",0
675'.!
38.69
2493.
,0l8p2
48.4

60'.9
3.9H
o'.
95 '.4
3,12
0.
8.03
2.3
.019?2
99.92
CONO'.
3,12
o.
8.03
2'. 3
99.93
139.93
677.9
37.91
2506.
0,01850
51.4

59.8
3.954
0.
94.8
3, .03
0.
7.90
6.0
0.01944
99.92

3.03
0.
7.88
6.0
99.93
139.25
715,5
38.45
2542'.
0.01850
54.1

46.8
4.039
0.
1 16.7
2.32
0.
9.52
.. . 2.6 .
0.01986
99.94

2.32
0.
9.52
2.6
99.95
139.62
718.2
38.66
2521.
0,01825
51.9

51.8
4.080
0.
103.0
2,55
0.
8.31
.3.6
0.02006
99.93

2,55
0.
8.30
3.6
99'.94
139.28
625.8
40.50
2523.
0,01748
68.9

62.8
3,851
0.2
78.5
3.27
0.
6.71
1.5
0.01893
99.91

3,27
0.
6.70
.1.5
99.92
139.16
628.9
40.39
25J9.
0.01750
70.0

65.3
3.937
0.2
79.2
3.32
0.
6.63
1.7
0.01936
99.91

3.32
0.
6.63
1.7
99.92
139.35
678,2
38.39
2512,
0.01845
106.3

56.3
4.039
0.
89.9
2.79
0.
7.33
1.7
0.01986
99,92

2,79
0.
7.33
1.7
99.93
139.68
675,9
39.16
2530.
0.01822
105.9

52.1
4.050
0.2
81.8
2.58
0.
6.65
3.7
0.01991
99.93

2.58
0.
6.64
3.7
99 94

-------
CFM56 COMBUSTQR RIG DATA
CASE
RDG
POINT
DATE
111
69
3BJ2
I?/ 6/76
112
108
3C12
12/ 7/76 i
113
.76
3813
2/ 6/76
114
111
3C13
12/ 7/76
115
67
3AJ4
12/ 6/76
116
109
3B14
12/ 7/76
117
55
3AJ5
11/30/76
118
63
3Bl5
12/ 6/76
119
80
3A16
12/ 6/76
120
101 .
3B16
12./ 6/76
SIMULATED ENGINE CONDITIONS
POWER
FM, LBS
FNK, LBS
TAN'S, F
PAN'S, PSIA
HlJV, GR/LB
P3, PSIA
T3, F
M6, PPS
bFE, PPH
FAR4
APP
6466.
6600.
105.0
14.398
105.0
139'.31
713. P
38'.53
2539.
0.01860
APP
6466'.
6600'.
1 05.0
14.398
105.0
139.31
713.8
38.53
2539.
0.01860 0
APp
6466'.
6600.
85 '.0
14.398
175'.0
139.07
673'.9
38.89
2521.
.01850
APP
6466.
6600.
85.0
14.398
175.0
139.07
673.9
38.89
2521.
0.01850
APP
6466.
6600.
105.0_.
14.398
175.0
139.26
711.7
38.41
2553.
0.01890
APP
6466.
6600.
105..0
14.398
175.0
139. ?6
711.7
38.41
2553.
0.01890
APP
7121.
6600.
19,0
15.856
14,0
152.62
551.4
45.14
2616.
0,01610
APP
7121.
6600.
19,0
15.856
14,0
152.62
551.4
45.14
2616.
0.01610
APP
7"121.
6600.
59.0
15.856
52.5
153,02
627.8
43.82
2699.
0.01720
APP
7l2f.
6600.
59.0
15.856
52,5
153.02
627.8
43.82
2699._
0.01720
ACTUAL RIG CONDITIONS
P3, PSIA
-j T3, F
05 W36, PPS
WFE, PPH
FAR4
HI.)*', GR/LB
EMISSION DATA,
CO, PPM
C02, PCT
HC, PPM
NOX, PPM
ETCO
EIHC .
EINOX
SMOKE
FARGAS
. EFF, PCT
EMISSION DATA,
ETCO
EIHC
FINOX
SMOKE
EFF, PCT
139'.05
715.6
38.02
2558.
0.01897
106.0
MEASURED
49'. 2
4.158
0.
98.4
2^37
0.
7 '.80
0'.3
0.02046
09'. 93
CORRECTED TO
2^37
0.
7.81
P. 3
99.94
140.34
716.1
39.46
2561.
6.01829 b
1 02.0

50.3
4.141
0.2
88.3
2>4
0.
7'. 02
3.0
0.02037 o
99.93
SIM. ENGINF
2.44
0.
7.00
2.9
99.94
138.69
675'.!
38.34
2528.
.01877
172'.!

6.6 '.8
3.992
0'.3
67 '.0
3.35
0.01
5. S3
r.5
.01963
99.91
CONO.
3.35
0.01
5.54
1'.5
99.92
139.37
675.5
38.79
2532.
0.01858
174.9
_
59.6
4.078
0.
65.6
2.93
0.
5.30
2."
0.02006
09.92

2.93
0.
5.30
2.4
99.93
139.54
714.7
38.24
2567.
0.01914
184.3
... . _ - . -
45.6
4.069
0.3
69.6
2,25
0.01
5.64
2.6
0.02001
99.93

2.25
o.oi
5.64
.2 ..6
99.95
139.47
709.8
38.67
2571.
0.01893
174.0

60.9
4.235
0.3
70.0
2.88
0.01
5.44
3.1
0.02085
99.92

2.88
0.01
5.44
3.1
99.93
151.63
550..0
44.07
2628.
0,01658
8.5

59.4
. 3.532
1.2
84.7
3.37
o.o«
7.90
2.6
0.01733
99.91

3.37
0.04
7.92
2,6
99.92
153.78
552.7
45.13
2667.
0.01645
12.5

61,8
3.693
0.5
80.6
3.35
0.02
7.18
0.3
0.01813
99.91

3.35
0.02
7.16
0.3
99.92
152.57
626j5
42.99
2709.
0.01763
52.6
	 . . 	
53.0
3.764
0,2
85.2
2,82
0.
7.46
0.5
0.01848
99.92

2.82
0.
7.47
0.5
99.93
153.52
627.9
43.05
2706.
0.01759
53.7
	 _. „
52.6
3.844
0.3
86.3
2.75
0.01
7.39
1.6
0.01889
99.93

2.75
0.01
7.38
1.6
99.93

-------
.CFM56 COMBUSTOR RIG DATA
CASE
RDG
POINT
DATE
121
62
3A17
12/ 6/76
122
114
3817
12/ 7/76 1
123
70
3A18
2/ 6/76
124
113
3B18
12/ 7/76
125
56
3A19
1 1/30/76
126
64
3819
12/ 6/76
127
81
3A20
12/ 6/76
128
102
3B20
12/ 6/76
129
65
3A21
12/ 6/76
130
115
3821
12/ 7/76
SIMULATED ENGINE CONDITIONS
PO^ER
FN, IBS
FNK, IBS
TAMB, F
PA^B, PSIA
HUV, GR/LB
P3, PSIA
T3, F
*36, PPS
hFE, PPH
FAR4
APP
7121.
6600.
105.0
15.856
14.0
153'.48
716.7
42'.63
2771.
0.01*10
APP
7121.
6600.
105.0
15.856
11.0
153. 48
716.7
42.63
277 f.
0.01810 0
APP
712, .
6600.
JlDl.0
15.856
175'.0
153.37
711 '.7
"2.33
2807.
.01890
APP
7121.
6600.
_ .J01.J) ..
15.856
175.0
153.37
711.7
42.33
2807.
0.01890
APP
5732.
6600.
. .15..0...
12.763
14.0
122.83
551 .4
36.29
2113.
0.01620
. APP
5732.
6600.
..JL?_ J) ._
12.763
14.0
122.83 .
551 .4
36. ?9
?113.
0.01620
APP
5732.
6600.
....59.0. ..
12.763
52.5
123.14
627.8
35.22
2182.
0.01730
APP
5732.
6600,
59.0
12,763
52.5
123.14
627.8
35.22
2182.
0.01730
APP
5732.
6600.
.. S05.0 _
12.763
14.0
123,49
716.9
34.25
2241.
0.01820
APP
5732.
6600.
. . .1 0.5 .J)
12.763
14.0
123.49
716.9
34.25
2241.
0.01820
ACTUAL RTG CONDITIONS
P3. PSTA
T3, F
h36, PPS
WFE, PPH
FAP4
HUN, GP/LB
_EMIS_SION DATA,
CO. PPM
COP, PCT
HC, PPM
NOX, PPM
FICO
EIHC
EINOX
SMOKE
FARGAS
EFF, PCT
EMISSION DATA,
EICO
FIHC
EINOX
SMOKF
EFF, PCT
153.16
7 1 a . 0
42'. o5
2778.
0. 01839
12>
MEASURED
33.0
4.007
0.5
120. 4
1,65
0.01
9'. 90
2.2
0.01969
99'.95
CORRECTFD TO
1.65
0.01
9 '.PI
2.2
99".96
154.04
717.1
42.27
2789.
0.01837 0
17.7

55.3
".059
0.2
124. 5
2,73
Of
10.10
3.1
0.01996 o
99.93
SIM. ENGINF
2,73
o.
1 0.09
3.1
99.94
153.80
7l5'.0
01.98
283?.
.Ol9j9
170.3

51'. 3
4.H4
0'.
86 '.8
2.50
0.
6.95
5>
.020?'4
99.93
CQNn'.
2. SO
0.
6.94
3'. 6
99.94
153.98
713.6
42.30
2818.
0,01896
172.1

107.8
4.135
0.3
74.6
5,22
0.01
5.93
fe.l
0.02037
99.87

5.22
0.01
5.9?
. 6.1
99.88
122.86
553t7
36.47
2117.
0.01615
9.9
.
70.6
3.353
0.8
80.4
«,?2
0.03
7.90
0.3
0.01645
99.89

4.22
0.03
7.90
0.3
99.90
122.78
552.0
35.57
2124.
0.01662
14.1
.. _ _
77.8
3.669
0.5
74.8
",?5
0.02
6.71
1.6
0.0l8o2
99. R9

4.25
0.0?
6.71
1.6
99.90
122.91
625,6
34.60
2183.
0,01766
54.9

67.8
3,785
6.
80.2
3,59
0.
6.9fl
3.1
0.01860
99.91

3.59
0.
6.98
3,1
99.92
124.11
626.6
35.29
?200.
0.01744
51.8

64.0
3.805
0.2
81.6
3.37
0.
7.07
1.3
0.01870
99.91

3.37
0.
7.05
1,3
99.92
123.54
712.7
34.36
2258.
0.01829
15.0
_ —
45.9
3,954
0.5
110.2
2,33
0.01
9.18
1.0
0.01943
99.94

2.33
0.01
9.18
1.0
99.94
123.85
716.3
' 34.28 '
2252.
0.01829
16.7
	 ..___.
61.7
4,044
0.2
110.7
3,06
0.
9.02
3.3
0.01989
99.92

3.06
0.
9.01
3.3
99.93

-------
CFM56 COMBUSTOR RIG DATA
CASE
RDG
POINT
DATE
131
66
3A?2
\2/ 6/76
132
116
3822
12/ 7/76 i
133
153
"A 1
2/13/76
131
189
IB 1
12/13/76
135
151
«A 2
12/13/76
136
188
UB ?
12/13/76
137
157
1A 3
12/13/76
138
184
4B 3
12/13/76
139
160
1A 1
12/13/76
110
175
IB 1
12/13/76
SIMULATED ENGINE CONDITIONS
POKER
FN, LBS
FNK, IBS
TAMB, F
PAMB, PSIA
HUM, GR/LB
P3/ PSTA
T3» F
W36, PPS
fcFE, PPH
FAR')
APP
573?.
6600.
105.0
12.763
175'. 0
I23'.io
7] 1 .«
34 '.01
2270.
0.01900
APP
57.32'.
6600'.
105.0. ..
12.763
175.0
123.10
711.8
31.01
2270.
0.01900 0
CLT
1832?'.
I870n.
19'.0
11.398
11'. 0
301.78
799'. o
78.33
6168'.
.02300
CLI
l"32l.
1P700.
. J9.0
11.398
11.0
301.78
799.0
78.33
6468.
0.023QO
CLI
18321'.
1P700.
39.0
11.398
11.0
302.02
815.6
77.17
6586.
0.02380
CLT
18321.
18700.
39.0
11.398
11.0
302.02
815.6
77.17
6586.
0.02380
CLI
18321.
18700.
59,o
11.398
11.0
302.11
891 .5
76.05
6696.
0.02150
CLI
18321.
18700.
59.0
11.3^8
11.0
302.11
891.5
76.05
6696,
0.02150
CLI
18321.
18700.
85.0
11.398
11.0
301 ,90
9it9.9
71.51
6859.
0.02560
CLI
18321.
18700.
85.0
11.398
H.O
301.90
949.9
74.51
6859.
0.02560
ACTUAL RIK CONDITIONS
P3, PSIA
T3. F
1*36, PPS
WFE, PPM
FAPI
HI IV, GR/LB
EMISSION DATA,
CO. PPM
COS, PCT
HCf PPM
NOX, PPM
EICO
EIHC
EINOX
SVOKF
FAKGAS
EFF, PCT
EMISSION DATA,
EICO
EIHC
ElNOX
SMOKE
EFF, PCT
121 '.06
715.7
31.il?
2288.
0.01P93
175.1
MEASURED
31.0
3.990
0.3
68.1
071
0.01
5'.62
0.7
0.01961
99'.Q5
CORRECTED TO
f.71
0.01
5'. 61
0.7
99.96
123.61
712.6
33.63
2257.
0.01910 0
17/1.6

58.2
1.171
0.
70.0
2,80
0.
5.53
3.0
6.02053 o
99.92
SIM. ENGTNF
2.80
0.
5.53
3.0
99.93
166.35
801.5
11.35
3597.
.021?0
10'.6

60'. 1
5.062
0'.2
iso'.o
2.38
0.
1 1 .72
1' 8
.02502
99.Q/I
COND.
2.38
0.
11.61
11 '.7
99.91
166.30
792.7
13.71
3599.
0.02290
12.1

66.5
1.975
0.
161.9
2.68
0.
10.92
4.9
0.02158
99.93

2.6«
0.
13.61
t?.l
99.91
167.08
812.7
13'. 00
3665.
0.02371
11.0
_ .
49.8
5.201
0.
202.1
1.92
0.
12.82
1.6
0.02573
99.95

1.92
0.
15.96
11.1
99.96
166.26
851.5
11.86
3610.
0.02120
12.9

68'. 0
5.130
0.
193.0
2.66
0.
12.10
2.6
0,02536
99.93

2.66
0.
15. Ub
6.1
99.91
166.55
888,9
12.02
3731.
0.02173
11.1

58.5
5.460
0.
226.6
2.15
o.
13.67
?,7
0.02703
99.9i|

2.15
0.
17.04
6,6
99.95
165.95
fl96,3
41.97
3715.
0.02183
10.9

95.8
5.233
0,
220.3
3.67
0.
13.86
3,2
0.02590
99.91

3.67
o.
17.30
7.7
99.91
166.70
949,9
40.89
3816.
0.02597
l?.l

102.5
5,584
0.
265.9
3,68
0.
15.68
1.5
0.02768
99.91

3.68
0.
19.53
3.5
99.91
166.92
946,1
10.13 •
3813.
0.02621
12.1

87.9
5,651
0.
270.2
3,12
0.
15.71
°,1
0.02^03
99.92

3.12
0.
19.60
9.9
99.93

-------
                                                 CFM56 COMBUSTOR  WIG  DATA
CO
CASE
RDG
POINT
DATE
141
16)
"A 5
12/13/76
1U2
172
«R 5
12/13/76 i
143
142
4A 6
2/10/76
14a
187
48 6
12/13/76
145
144
4A 7
12/10/76
146
185
48 7
12/13/76
• 147
176
48 8
12/13/76
148
231
aC 8
12/14/76
149
171 ..
4B 9
12/13/76
150
233
4C 9
12/14/76
SIMULATED ENGINE CHNDITTONS
POWER
FN, LBS
FNK, LBS
TAMB, F
PAMB. PSTA
HUM, GR/L8
P3, PSIA
T?» F
*36, PPS
WFE, PPH
FAR4
CLI
18321.
18700.
. . .' 105.0.. . .
14.398
14.0
301 '.84
99u.4
73.42
69R9.
0.02650
CUI
18321.
18700.
105.0
14.398
14..0
301.84
P9'4.a
73.42
6989.
0.0265Q o
CLI
1832J.
18700.
.3.9'.0_.
14.398
35 '.0
301.96
H44.7
77.09
659?'.
.0239Q
CLI
18321.
18700.
.. 35. ft.
14.398
35.0
301.96
844.7
77.09
6597.
0.0239Q
CLI
18321.
18700.
..59,0 .
14.398
52.5
302.04
889.7
75.91
6717.
0.02480
CLI
18321.
18700.
59. Q.
14.398
52.5
302. 0«
889.7
75.91
6717.
0.02480
CLI
18321.
18700.
85...Q ..
14.398
52.5
301.83
9«8.0
74.38
6880.
0.02590
CLI
18321.
18700.
85,0
1-4,398
52.5
301.83
948.0
74.38
6880.
0.02.59 o
CLI
18321.
18700.
. 105.0_.
14.398
52.5
301.79
992.5
73.30
7010.
0.02680
CLI
18321.
18700.
. 1 O.5.. 0
14.398
52.5
301.79
992.5
73.30
7010.
0.0268o
ACTUAL RTG CONDITIONS
P3» PSTA
T3, F
1*36, PPS
KFE, PPH
. FARO
HUM, GR/LF3
EMISSION DATA,
CO, PPM
C02, PCT
HC, PPM
NO*, PPM
ElCO
EIHC
EINOX
SMOKE
FflRGAS
FFF, PCT
EMISSION DATA,
ETCO
FIHC
EINOX
SMOKF
EFF, PCT
166'.57
99?.0
40.35
3878.
0.02675
l?.o
MEASURED.
89.5
5.707
0.2
320.5
3,14
0.
18'.50
2.5
0.02830
<39'.t?2
CORPECTFn TO
3'.1«
o'.
23.05
6.?
99'.93
166. 12
991 .U
40.03
3872'.
0.02691 o
11 .6

101.3
5.620
0.
302.4
3>1
o.
17.71
3.9
0.02787 o
99'. 91
SIM. ENGINfr
3.61
0.
22.09
?.*
99.92
166. ?0
S58'.5
42.72
364T.
.02383
33'. 7

46'. 0
5.1«4
0'.3
184.8
1 .80
0.01
1 1.84
3'.9
.025^2
99.95
CONo'.
1 .80
0.01
14.77
9>
99.96
165.95
846.8
41 .46
3663.
0.02466
34.1
_ __
67.5
5.194
o.
182.4
2.61
0.
1 1.57
1.7
0.02569
99.93

2.61
0.
14.44
. «.J
99.94
166.41
883.5
41.17
3709.
0.02520
50.0
. .
47.2
5.381
0.
204.8
1,76
0.
12.54
4.3
0.02662
99.95

1.76
0.
15.63
10.6
99.96
166.05
893.6
41.12
3738.
0.025«5
54.5

65.1
5,247
0.
195.9
2,49
0.
12.30
1.7
0.02595
99.93

2.49
0.
15.35
fl.t
99.94
166.78
943,5
40.87
3824.
0.02619
53.1

77.8
5.702
0.
238.4
2,74
0.
13.77
2,4
0.02827
99.93

2.7
-------
CFM56 COMBUSTOR RIG DATA
CASE
RDG
POINT
DATE
151
103
OA10
12/10/76
152
186
OB 110
153
107
OAli
12/13/76 12/10/76
150
177
OB 11
12/13/76
155
150
OA12
12/10/76
156
173
OB12
12/13/76
157
106
OA13
12/10/76
158
178
OBl3 "
12/13/76
159
109
OA10
12/10/76
160
170
OR10
12/13/76
SIMULATED ENGINE CONDITIONS
POWER
FN, I.BS
FNK, IBS
TAMB. F
PAMB, PSIA
HUM, GR/LB
P3. PSIA
T3, F
K*36, PPS
WFF, PPH
FARO
CLI
183?1.
18700.
50.0
10.398
70.0
301*. 9?
888.9
75'.85
6726.
0.02490
CLI
18321.
18700.
59.0
10.398
70.0
301.99
888.9
75'.85
6726.
0.02090 0
CLL
18321.
18700.
85^.0
10.398
105'.0
301.76
905.6
70. ?2
6907.
.02620
CLI
18321.
18700.
85,0
10.398
105.0
301 .76
9«5.6
70.22
6907.
0.02620
CLI
19321.
18700.
105,0
10.398
105.0
301.73
990.0
73.10
7039.
0.02710
. CLI. .
19321.
18700.
105.0
10.398
105.0
301.7?
990.0
73.10
7039.. ,
0.02710
CLI
18321.
18700.
85jO
10.398
175,0
301.68
902.5
70.01
6903.
0.0267o
CLI
18321.
18700.
85,0
10.398
175,0
301.68
902.5
70.01
6903.
0.02670
CLI
18321.
18700.
105_,0
10.398
175,0
301,65
986.7
72,93
7076,
0.02760
CLI
18321.
18700.
105.0
10,398
175.0
301.65
986.7
72.93
7076.
0,02760
ACTUAL RTG CONDITIONS
P3, PSIA
oo T3, F
0 W36, PPS
I*FE, PPH
FARO
HIIW, r,R/LB
EMISSION DATA,
CO, PPM
cn2, PCT
HC, PPM
NOX, PPM
EICO
EIHC
EINOX
SMOKE
FARGAS
EFF, PCT
EMISSION DATA.
EICO
ETHC
EINOX
SMOKE
EFF, PCT
166'. 17
883.8
02'.27
3688.
0.02007
67.3
MEASURED..
05.6
5.255
0.
192.7
U70
0.
12'. 09
.. 5.8
0.02598
99'.95
CORRECTED TO
f.7U
o'.
15.08
10.1
99'. 96
166.58
891.2
«1.78
3708.
0.02517 0
69.0

60.3
5.353
0.
185.0
2, 01
°,
1 1.01
. . 
.02815
99.90
CONn'.
2.09
0.
17.02
12'. 3
99.95
166.50
902.3
00.09
3818.
0,02686
106.8

75.9
5.687
0.
206.5
2.67
0.
11.96
«.?
0.02820
99.93

2.67
0.
10.90
10.1
99.90
166.29
988,0
39.92
3873.
0.02736
105.1

82.0
5,730
0.2
266.0
2.87
0.
15.31
7.8
0.02803
99.92

2,87
0.
19.09
19.0
99.93
166.05
992.1
00.33
3919.
0,02700
100.0

80.9
5.577
0.2
225.3
2,91
0.
13.31
3.2
0.02760
99.92

2.91
0.
16.60
7.8
99.93
165.20
900,6
00.36
3805.
0,02712
170.9

62.9
5.70<|
0,
170.0
2,21
0.
9.82
6.7
0.02828
99. 94

2.21
0.
12.27
16,6
99.95
166.81
901,2
01.70
3862.
0.02636
172.0

65.9
5.620
0.2
168.9
2.35
0.
9.90
0.7
0.02785
99.93

2.35
o.
12.33
11.5
99.95
165.67
989,1
00.92
3920,
0,02725
170,0

90,6
5,788
0.
216.2
3.10
0.
12.30
0.5
0.02872
99,92

3.10
0.
15.35
11.0
99.93
166,00
989,3
00.33'
3937.
0.02779
17 3", 7

118.6
5.755
0.
190.9
0.13
0.
11.15
3.9
0.02856
99.89

0.13
0.
13.90
?.5
99.90

-------
CFM56 COMBUSTOR RIG DATA
CASE
RDG
POINT
DATE
161
217
4A15
12/14/76
162
243
4B15
12/14/76 1
163
221
4A16
2/1^/76
160
242
4816
12/14/76
165
211
4A17
12/14/76
166
232
4B17
12/14/76
167
. 212
4A18
12/14/76
168
237
4818
12/14/76
169
152
4A19
12/13/76
170
190
4B19
12/13/76
SIMULATED ENGINE CONDITIONS
POWER
FN, LBS
FNK, LBS
TAMB, F
PAyB, PSIA
HUM, GR/LB
P3, PSIA
T3, F
^36, PPS
WFE, PPH
FAR4
CLI
20176.
187no.
19^0
15.856
ia.o
332'.36
799.1
86'.30
7115.
0.02290
CLI
20176.
18700.
13., 0
15.856
14.0
332.36
799.1
86.30
7115.
0.02290 n
CLI
2017*.
18700.
5<*'j)
15.856
52'.5
332.36
889.7
83.64
738fl. .
.024JO
CLI
20176.
18700.
59..D
15.856
52.5
332.36.
889.7
63.64
7388.
0.02470
CLI
20176.
18700.
105..JD
15.856
14.0
332_.52
99a.y
80.93
7681 .
0.0264o
CLI
20176.
18700.
.L05..0
15.856
14.0
332.5-2
994.4
80.93
. 7681.
0.026UO
CLI
20176.
18700.
105.0
15.856
175.0
332.30
986.7
80.39
7777.
6.0275Q
CLI
20176.
18700.
J05,0
15,856
175.0
332.30
986.7
80.39
7777.
0.02750
CLI
16240.
18700.
19.0
12,763
14.0
267.47
799.0
69.39
5743.
0,02300
CLI
16240.
18700.
19,0
12.763
14.0
267.47
799.0
69.39
5743.
0.02300
ACTUAL RIG .CONDITIONS
P3». PSIA
T3, F
W36, PPS
fcFF, PPH
FAR4
HUM, GR/LB
JEM I SS ION DATA,
CO, PPM
C02, PCT
HCf PPM
NOX, PPM
ETCO
EIHC
EINOX
SMOKE
FflRGAS
EFF, PCT
EMISSION DATA,
EICO
EIHC
EINOX
SMOKF
EFF, PCT
183.50
791.3
47'.21
3939.
6.023?5
2?.0
MF ASSURED
35 '.3
5.080
0.3
176.9
0?9
0,01
1 I. US
6.8
0.02«5o9
99'. 06
CORRECTED TO
1,39
0.01
14.30
16.5
99.97
182.43
793.2
a7'.69
3951'.
6.02306 0
15.0

58.3
5.261
0.
180.8
2.2?
o,.
11.32
6.1
0.02602 0
99. 9«
SIM. ENGINF
2,22
0.
1«.l3
15.6
99.95
183.71
885',2
46. 70
4105.
.02457
50 '.0

38'., 2
5.267
o'.
2 11 '. 8
1.46
0.
13. ?6
«.l
.026Q4
99.96
coNn'.
1.46
0,
16.51
10'. 0.
99.5

1,92
0.
22.62
9.0
99.96
182.03
982.3
44.32
4299.
0,02761
172.9

125.4
5_.779
0.
196.8
4.35
0.
11.21
4.4
0.02869
99.89

4.35
0.
14.01
10,9
99.90
184.07
981.5
43.56
4283.
0.02800
175.9

75.0
5.770
0.
207.5
2.61
0.
11.85
2.6
0.02861
99.93

2.61
o.
14.74
6.3
99.94
147.39
800.5
38.07
3198.
0,02338
12.1

86.6
4,978
0.
178.7
3.49
0.
11.82
10.3
0.02460
99.91

3,49
0.
14.74
25.1
99.92
147.69
794,4
38.23
3182.
0,02316
12.6

89.5
4.938
0.
158.5
3.63
0.
10.57
3,0 _
0.02440
99.91

3.63
0.
13.17
7.3
99.92

-------
                                                   CFM56 CQMBUSTOR  RIG  DATA
oo
CO
CASE
RDG
POINT
DATE
171
115
1A20
12/10/76
172
222
1C20
12/H/76 1
173
16?
1A2l
2/13/76
171
19.5
1621
12/13/76
175
191
1A22
12/13/76
176
19fl
1B22
12/11/76
177
155
5A 1
12/13/76
178
218
5C 1
12/11/76
179
158
5A 2
12/13/76
180
221
5D 2
12/11/76
"SIMULATED ENGINE CONDITIONS
POWER
FN» LBS
FNK, LBS
TAN
-------
                                                   CFM56 COMBUSTOP  RIG  DATA
oo
CO
CASE
RpG
POINT
DATE
181
159.
5A 3
12/13/76
1R2
.181
5B 3
183
.202
5B It
12/13/76 12/14/76
184
.235
5C U
12/14/76
185
164
5A 5
12/13/76
186
.238
5C 5
12/14/76
187
192 .
5A 6
12/13/76
188
223
5C 6
12/14/76
189
18Q . .
5A 7
12/13/76
190
..225
5C 7
12/14/76
SIMULATED ENGINE CONDITIONS
POWER
FN, IBs
FNK, LBS
TA*Bf F
PAMB, P'SIA
HUM, GR/LB
P3f PSIA
T3» F
W36, PPS
«FE, PPH
FAR4
T/0.
21554.
22000.
59.0
14.398
14.0
343'.4?
94?. 8
84'.40
. 7965;
0.02630
.1/0.
21554.
22000.
59.0
14. 3^8
14.0
343'. 4?
942.8
84.40
7965,
0.02630 0
. T/0.
2155/1.
22oOo.
85 '.Q
14.398
14'.0
343.19 .
1002'.9
82.70
8168.
.02750
	 T/0
2155«.
22000.
85^(I_
14.398
14.0
.3_43..1.9.
1002.9
82.70
. P168,
0.02750
.T/0 .
21554.
22000.
_ L05_^0. _
14,398
14.0
343.0.6
1048.8
81.47
8326.
0.0284Q
.1/0.
21554.
22000.
1.05..0....
14.398
14.0
343.06
1048.8
81.47
9326.
0.02840
T/J3. ..
21554.
22000.
__.39.0__
14. 398
35.0
343.47
894.9
85.67
7824.
0.02555
T/0
21554.
22000.
_. 39, A_.
14.398
35.0
343.47
894.9
85.67
7824.
0.02555
I/O. _
21554.
22000.
59^ 0_
14.398
52.5
343.31.. ..
940.8
84.25
7989.
0.02650
-. .1/0^-
21554.
22000.
. -_55_J]..
14.398
52.5
343.31
940.8
84.25
7989.
0.02650
ACTUAL RIG CONDITIONS
P3. PSIA
T3» F
W36, PPS
WFE, PPH
FAR2
CORRECTFD TO
3", 19
0.
19>8
?-5
99.93
172.48
938.8
42.52
4017.
0.02628 0
10.0
	 ,„ 	 _.
77.7
5.606
0.
260.7
2,78
o..
15.32
4.3
0.02778 o
99. 93
SIM. ENGINp
2,78
0.
19.77
12.2
99.94
170.76
999" 4
41. "16
4104'.
,027«8
13'.7
	 _ _ , ,
87 '.2
5.7p2
0.
308'.9
3.07
0.
17.84
2'. 7
.0?8?7
99.92
CONp,.
3,07
0.
23.10
7'. 7
99.93
171.20
1000.0
42.04
4120.
0,02729
16.3
. . 	 . ... 	
61.0
5.843
0.
325.1
2,09
0.
18.34
2.9
0.02898
99.94

2.09
0.
23.72
8.4
99.95
171.47
1047,1
40.27
4186.
0.02892
10.4
	 	 . , . . _
111.2
6.260
0.
388.9
3,56
' o.
20.46
. 4.4
0.031 14
99.91

3,56
0.
• 26.44
.12.3_
99.92
173.46
1043.6
41.35
4198.
0.028?7
15.5
	
71.4
5.902
0.3
373.7
. 2,42
0.01
20.86
. 6.7
0.029p9
99.93

.2.42
0.01
?6.85
I?. 7
99.94
171.72
894,8
42.07
3946.
0.02619
38.3
_1_ . _. 	
77,8
5,587
0.
216.1
2.79
0.
12.74
4,9
0,02769
99.93

2,79
0.
16.47
13,9
99.93
170.32
899.2
43.03
3950.
0.02562
34.0
_. . 	
47.8
5.534
0.
225.5
1.73
0.
13.43
. «.6
0.02740
P9.95

1.73
o.
17.41
13.2
' 99.96
171.96
940,6
42.24
4033.
0.02672
51.5
	 	 ...
77.0
5.611
0.
234.8
2,75
0.
13.79
«,*
0.02781
99.93

2.75
0.
17.81
13.8
99,94
172.05
937,4
42.71'
4033.
0.02642
50.9
	
53.2
5.630
0.
?43.9
1,89
0.
14.28
3,7
0.02789
99.95

1,89
0.
18.44
10,4
99.96

-------
COM.BUSTOR. RIG. DATA
CASE
RDG
POINT
DATE
19)
168
5A 8 .
12/13/76
192
203
5B 8
12/14/76
193
20Q
5B 9
12/14/76
194
239
5C 9
12/14/76
195
179
5AJO
12/13/76
196
226
5C10
12/14/76
197
204
5B11
12/14/76
198
234
5CH
12/14/76
199
201
5B12
12/14/76
200
240
5C12
12/14/76
SIMULATED ENGINE CONDITIONS
POWER
FN, LBS
FNK, LBS
TAMB, F
PAMB, PSIA
HUM, GR/LB
P3, PSIA
T3, F
W36, PPS
\ivpE, PPH
FAR4
...I/O..
21554.
22000.
85.0
1 4 . 398
52.5
343.08
1000.9
. 82'.55
8192.
. 0.02780
T/0
21554.
22000.
85.0
14.398
52.5
_ 343.08
1000.9
82'.55
8J92.
0.02780
. T/Q
2155fi.
22000.
1 05 jp
14.398
52'. 5

1046'. 7
81.33
8349.
0.02870
T/0
" 2 "15547
22000.
105.0
14.398
52.5
342.97
1046.7
81.33
. 8349.
0.02870
T/0
21554'.
22000.
59_,0
14.398
70.0
343.25
940.0
84.18
8000.
0.02670
.T/Q 	
21554.
22000.
59.0
14.398
70.0
343.25
940.0
84.18
8000,
0,02670
T/0
21554.
22000.
85, 0_
14.398
105.0
342.93
998.2
82.35
8225.
0.02820
T/0
21554.
22000.
85,0
14,398
105.0
342.93
99R.2
82.35
8225,
0,02820
T/0
21554;
22000.
101,0
14,398
105.0
342.85
1044.0
81.14
8382.
0.02910
T/0
21554.
22000.
105.0
14.398
105.0
342.85
1044.0
81.14
._. 8382.
0.02910
...ACTUAL RIG CONDITIONS
P3, PSIA
oo T3, F
*. W36, PPS
WFE, PpH
FAR4
HUM, GR/LB
_.IMISSIQ.N .DATA,
Co, PPM
co2, PCT
He, PPM
NOX, PPM
ElCO
FIHC
EINOX
SMOKE
FARGAS
EFF, PCT
EMISSION DATA,
ElCO
FTHC
FINOX
SMOKE
EFF, PCT
171.36
997.5
«0'.33
4123.
0.02861
52.7
MEASURED
121.8
6.006
0.
296.8
4 '.06
o".
16'. 27
5.3
0.02985
99 '.90
CORRECTED TO
4'.06
o'.
2f.o3
'S«
99.91
171.24
994.7
4 2 '.08
4112.
0.02736
55.6

1 11.5
5.649
0.
270.7
3>5
0 .
15'. 77
3.0
0.02802
99.90
SIM. ENGI
3 '.95
0.
20.39
.8.6
99.91
1 7 1 . P 1
1035'.2
40. S3
"20?.
6.029Q2
53'. 8

103'. 7
6.302
o'.
312.0
3.30
0.
16.30
3.5
0.03135
99.91
NF COND.
3.30
0.
21.05
9 '.9
99.92
171.38
1041.2
40.44
4215.
0.02916.
49.9

89.2
6.097
0.
345.8
2.93
0.
18.68
6^3
0.03029
99.92

2.93
0.
24.15
17.7
99.93
172.27
938.2
42.38
4038'.
0.02673
70.3

102.1
5.692
0.
223.0
3.59
0.
12.90
3,7
0.02823
99.91

3,5?.
0.
16.65
10.3
99.92
171.85
936.6
43.03
4041.
0,02634
67.4

52.4
5.600
0.
246.2
1.88
0.
14.49
1.7
0,02774
99.95

1.88
0.
18.72
".7
99.96
170.78
991,4
40.85
4136'.
0.02853
103.2

123.9
5.804
0.
234.7
4.28
. o'.
13.31
3.5
0.02881
99.89

4.28
0.
17.23
10,0
99.90
173.02
991.5
41.64
4147.
0,02807
103.2

59.5
5.956
0.
257.4
2.00
o.
14.24
4,1
0.02956
99.94

2.00
0.
18.34
11,6
99.95
171,01
1035.6
40.56
4235.
0,02945
107.9

101.7
6.046
0.
286.5
3.37
o.
15.61
4,1
0.03004
99.91

3.37
0.
20.19
11.6
99.92
171.90
1034.1
4 0 . 6'8
4241.
0,02938
102.6

96.6
6.302
0.
306.1
3.08
0.
16.00
8.3
0.03134
99.92

3.08
0.
20.66
23,4
99.93

-------
                                                  CFM56 COMBUSTOR RIG DATA
00
CASE
RDG
POINT
DATE
201
170
5A13
12/13/76
202
205
5B13
12/14/76 1
203
213
5A15
2/14/76
204
220
5B15
12/14/76
205
. .214
5*16
12/14/76
206
.227 .
5B16
12/14/76
207
236
5A17
12/14/76
208
241
5B17
12/14/76
209
J56
5A19
12/13/76
210
192_
5BJ9
12/13/76
SIMULATED ENGINE CONDITIONS
POWER
FN, LBS
FNK, LBS
TAMB, F
PAMB, PSIA
HUM, GR/LB
P3, PSIA
T3» F
W36, PPS
v»FE, PPH
FAR4
T/0
21554.
22000.
85.0
14.398
175.0
342.72
994.9
82.08
8269,
0.02870
T/0
21554.
22000.
85.0
14.398
175.0
342.72
994.9
82.08
8269.
6.02870 6
T/0
23737.
22000.
. .19.0 	
15.8^6
14'.0
377.89
847'.9
95.88
.843ft.
.02450
T/0
23737.
22000.
15L.O
15.856
14.0
377^89
847.9
95.88
. 8430.
0,02450
. ..T/0
23737.
22000.
59,0
15.856
52.5
378.20
94) .0
92.86
8785,
0.02650
T/0. .
23737.
22000.
59.0
15.856
52.5
_.378.20
941 .0
92.86
8785,
0.02650
T/0
23737.
22001.
. .. 1P5.._0
15.856
14.0
377.93
1 048.8
89.80
9153.
0.0284o
T/0
23737.
22001.
105.0
15.856
14,0
377.93
1048.8
89.80
9153,
0.02840
T/Q
19106.
22000.
19,0
" ~12". 763 "
14.0
304,06
847.8
77.09
6805.
0.0246Q
J/0
19106. "
22000.
	 19^0—
12.763
14,0
304.06
847.8
77.09
6805^
0.0246~0
ACTUAL RIG CONDITIONS
P3» PSIA
T3, F
*36, PPS
WFE, PPH
FAR4
HUM, GR/LB
EMISSION DATA,
CO, PPM
C02, PCT
HC, PPM
NOX, PPM
EICO
EIHC
EINOX
SMOKF
FARGAS
FFF, PCT
E'USSION DATA,
EICO
EIHC
EINOX
SMOKE
EFF, PCT
171*. 36
99j ,5
40'.76
4164.
0.02909
177.1
MEASURED
124.9
5.765
0.
210.4
4^34
0,
12.01
4.9
0.02862
99'. 89
CORRECTED TO
4,34
0.
15'.52
13.9
99'.90
170.88
988.3
40.89
4206.
0.02929 0
175.8
„ _
145.6
6.016
0.
230.6
4.85
0,
12.61
1.2
0.02991 o
99.88
SIM. ENGINF
4,85
0.
16.31
12.0
99.89
186.70
840'.5
48.89
425o'.
.02419
12'.9
	 	 _ , _
138'. 6
5.1J6
0.
196' 8
5.43
0.
12.66
2'.5
.02533
99.86
CONn'.
5^43
0."
16.37
7' 2
99.87
190.45
848,6
48.53
4230.
0,02429
22.9
. .. _. 	 . 	
38.8
5.297
0.
211.4
1 ."7
0.
13.15
3.1
0.02619
99.96

1..47
0."
16.94
8.7
99.97
I89.li
934.3
46.00
4445.
0,02704
53.2
	
136.0
5,635
0.
240.9
4,83
0.
14.07
4,4
0.02796
99.88

4,83
0.
18.18
.. 12.4
99.89
188.74
943,5
45.31
4425.
0.02734
53.9
_ 	 	 _
49.1
5.757
0.
222.2
1,71
0.
12.72
4.1
0.02853
99.95

1.71 .
0.
16.45
... .11.7
99.96
191.07
1047.0
45.46
4619.
0.02829
15.4
_ . 	 ,
73.0
5.867
0.
39Q.2
2,50
0.
21.91
4,3
0,0291 1
99.93

2.50
0.
28.20
.12.0
99 94
188.14
1042.2
45.60
4635.
0.02829
14.4
_ _ . . . 	 , .
70.4
6.087
0.
388.0
2.32
0.
21.00
5.3
O.n3o23
99.94

2.32
0.
27.18
15.2
99.95
152.73
846,5
39". 52
3440,
0,02422
11.7
	 _ _ . _ _
78.3
5,240
0.2
- 192.4
2.99
0".
12.09
4.0
0.02593
99,92

2.99
0.
15,60
11.3
99,93
153.04
847.7
38. 5f
3439.
0.02485
11.5
._ .
107.4
5,196
0.
189.0
4,14
0.
11.97
2,4
0.0257J
99,89

4,14
0.
15.43
6.7
99.90

-------
                                                                  CFM56. COMBUSTOR RIG DATA
00
05
CASE
RDG
POINT
DATE
211
1.93
5A20
12/13/76
212
. .197
5B20
12/14/76
213
165
5A2l
12/13/76
214
196.. .. .
5B21
12/14/76
SIMULATED ENGINE CONDITIONS
POWER
FN, LBS
FNK, LBS
TAMB, F
PAMB, PSIA
HUM, GR/L8
P3, PSIA
T3, F
W36, PPS
WFE, PPH
FAR4
T/Q.
19106.
22000.
59.0
12.763
52.5
304.21
940.9
74.60
7098.
0.02660
-. T/q.
19106.
22000.
„.. .5.5.J)
12.763
52.5
.301.21
9^0.9
7?
CORRECTFD TO
3^.0fl
0.
17'.?7
10.5
99'.93
152.61
930.4
36.86
3590.
0.02726
53.6
— 	
126.2
5.P23
0.
223.7
4, 34
0.
12.65
«.<>
0.02891
99.89
152.51
1049.0
35.85
374?.
0.02904
11 '.3
_.
107'. J
6.199
0'.2
375.4
3.46
0.
19.94
3'. 2
0.03082
99.91
153.28
1041.0
36.41 .
3726.
0.028*18
12.?
... - . _ 	 - 	 _. —
150.6
6.001
0.
341.8
5.03
0.
18.74
3.7
0.02983
99.87
SIM. ENGINF CONR'.
4,34
0.
16.33
12.9
99.90
3.46
0.
25.74
9^0
99.92
5.03
0.
24.J4
10.3
99.88

-------
                                 APPENDIX B
                              ENGINE TEST DATA
     This appendix contains complete tabulations of the CFM56 engine test data.
The nomenclature is defined below.  Note that "ambient" temperature and pres-
sure are measured at the engine fan inlet, rather than outside the test cell.

     Engine data is tabulated only once for each test point.  The engine data
for each parameter is the average of the several data readings (ADH) taken at
each test point, and the reading number corresponds to the first ADH reading.
NOMENCLATURE FOR ENGINE TEST DATA
CASE

RDG

POINT
DATE
POWER
FNK, LB

TAMB, ° F

PAMB, PSIA

HUM, GR/LB

P3, PSIA

T3, ° F

WFE, PPH

FAR57

RAKE

POSITION

CO, PPM

C02, PCT
Consecutively numbered on table

Test reading number (Automatic Data Handling System)

Test point number indicating power level (1, 2, 3, 4, 5)
and replication (A, B, C, etc.)

Test date
Nominal engine power level; IDL (6%), 1.5 IDL (9%), APP
(30%), C/0 (85%), T/0 (100%)

Corrected thrust = Fn * 14.696/P2

Fan inlet temperature

Fan inlet pressure

Ambient humidity

Compressor discharge pressure

Compressor discharge temperature

Engine fuel flow

Core engine exhaust fuel/air ratio

Rake identification (A or B)

Rake angular position, degrees

CO concentration (wet)

C02 concentration (wet)
                                       87

-------
HC, PPM




NOX, PPM




EICO




EIHC




EINOX




SMOKE




FARGAS




EFF, PCX
Hydrocarbons (equivalent Clfy) concentration (wet)




NOX concentration (wet)




CO emission index, Ib of CO per 1000 Ib of fuel




HC emission index, Ib of HC per 1000 Ib of fuel




NOX emission index,  Ib of NPX per 1000 Ib of fuel




Smoke number




Fuel/air ratio calculated from sample composition




Combustion efficiency calculated from sample composition
                                       88

-------
                                                     CFM56  ENGINE  DATA
00
CD
    CASE
    ROG
    POINT
    DATE

    ENGINE  DATA
        FNK,  LBS
              F
              PSIA
        HUV,  GR/LB
    T3, F
    WFE/ PPH
    FAR57

EMISSION DATA

    RAKE
    POSITION
    Co, PPM
    C02/ PCT
    HC, PPM
    NOX, PPM
    ElCO
    EIHC
    EJNOX
    SMCKE
    FARGAS
    EFF, PCT
                       i
                     133
                      1A
                  JO/28/77
   IDL
  1363.
   55.7
 14.500
   47.0
  51.80
  368.9
   863.
0.01103
                           A
                           C.O
                         168.C
                         1.410
                          15.?
                          16.1
                         26.40
                          1.20
                          3.70
                           2.3
                       0.00694
                         99.28
2












B
0.0
231 ."5
1.760
16.9
18.7
26.10
1.10
3.50
2.0
00866
99.30
3
173
IB
ll/ 3/77
IDL
1389.
70.0
14.430
72.0
52.30
394.6
885.
0.01137
A
0.0
206.9
1.450
8.3
19.1
28.20
0.60
4.30
2.4
0.00716
99.29
4












8
0.0
234.2
I .690
9.1
21.1
27.40
0.60
4.10
2.6
0.00833
99.31
5
242
1C
H/lO/77
IDL
1378.
43.7
14.340
19.0
51.80
351.7
860.
0.01086
A
o.o
176. 0
1 .200
ll.«
15.0
2<5.30
1.10
4.10
2.8
0.00590
99.22
6












A
5.9
2)4.7
1.390
13.0
17.0
30.50
1.10
4.00
0.
0.00687
99.20
7












A
13.6
255.5
1.710
12.8
21.3
29.50
0.80
4.00
0.
0.00845
99.24
8












A
21 .3
303.3
2.040
14.4
24.9
29.30
0.80
4.00
0.
o.oioio
99.25
9












A
28.9
329.0
2.240
16.0
27.1
29.10
0,60
3.90
0.
0.0] 105
99.25
10











•
A
36.5
326.1
2.220
15.7
27.0
29,10
0.80
3.90
0.
0.01097
99.25

-------
CASE
RDG
POINT
DATE

ENGINE DATA
P3,
T3,
         LBS
          F
        , PSIA
         GR/LB
        PSIA
        F
         PPH
    FAR57

EMISSION DATA

    RAKE
    POSITION
    CD, PPM
    C02r PCT
    HC, PPM
    NQX, PPM
    ElCO
    EIHC
    EINOX
    SMOKE
    FARGAS
    EFF, PCT
CFM56 ENGINE DATA
1 1












A
44.1
328.4
2.270
13.8
27.2
28.70
0.70
3.90
2.4
0'.01120
99.27
12












B
0.0
243.2
1.660
11.2
19.7
29.00
0-.80
3.90
2.8
0.00817
99.26
13












B
5.9
233.8
1.590
10.4
19.1
29.00
0.70
3.90
0.
0.00785
99.26
14












B
13.6
251.3
1.690
11.5
20.4
29.40
0.80
3.90
0.
0.00835
99.25
15












B
21.3
230.7
1.560
H.8
19.2
29.30
0.90
4.00
0.
0.00768
99.24
16












B
28.9
188.3
1.270
9.9
15.9
29.30
0.90
4.10
0.
0.00626
99.24
17












B
36.5
136.1
0,900
9.0
11.6
30.00
1.10
4.20
0.
0.00441
99.20
18












B
44.1
119.9
0.770
8.0
9.7
30.90
1.20
4.10
2.8
0.00377
99.18
19
275
ID
11/10/77
1DL
1384.
38.7
14.390
19.0
51.60
343.8
848.
0.01067
A
0.0
195.5
1.230
12.7
15.7
31.30
1.20
4.10
2.1
0.006o8
99.17
20












A
44.1
346.6
2.140
16,4
26.5
32.00
0.90
4.00
2.7
0.01058
99.18

-------
CASE
RDG
POINT
DATE

ENGINE DATA
    FNK, LBS
          F
          PSIA
    HUI", GR/LB
    PS. PSIA
    T3, F
    ^FE/ PPH
    FAR57

EMISSION DATA

    RAKE
    POSITION
    co, PPM
    C02, PCT
    HC» PPM
    NQX, PPM
    ElCO
    EIHC
    EINOX
    SMOKE
    FARGAS
    EFF, PCT
CFM56 ENGINE DATA
21 22












B B
0.0 44.1
267.0 156.0
1.600 0.930
14.9 10.4
20.3 12.5
32.90 33.10
1.10 1.30
4.10 4.40
2.2 2.1
0.00792 0.00457
99.14 99.12
23
293
IE
11/14/77
IDL
1370.
51.4
14.470
22.0
51.90
363.3
867.
0.01098
A
0.0
192.3
1.300
14.4
17.0
29.30
1.30
4.20
2.8
0.00638
99.21
24












A
44.1
326.1
2.280
15.1
28.3
28.20
0.70
4.00
2.7
0.01129
99.28
25












B
0.0
246.9
1.690
H.5
21.6
28.90
0.80
4.10
2.6
0.00831
99.26
26












B
44.1
155.1
1.020
12.6
13.9
29.90
1.40
4.40
2.7
0.00503
99.18
27
321
IF
11/16/77
IDU
1369.
49,8
14.300
46,0
51.10
363.1
851.
0.01110
A
0.0
188.7
1.330
13.5
H.5
28.10
1.20
3.60
1.6
0.00653
99.24
28












A
44. 1
332.6
2.330
13.5
21.5
28.20
0.70
3.00
1 .6
0.01154
99.28
    29
    30
     B
    0.0
  238.3
  1.740
   13.0
   17.5
  27.10
   0.80
   3.30

0.00858
  99.29
     B
   44.1
  156,5
  1.080
   11.3
   11.1
  28.70
   1.20
   3,30
    1.8
0.00529
  99.23

-------
CASE
RDG
POINT
DATE

ENGINE DATA
    FNK, IBS
          F
          PSIA
         GR/LB
    P3» PSIA
    T3, F
    WFE, PPH
    FAR57

EMISSION DATA
33
CFM56 ENGINE DATA

   34        35
36
37
38
39
40
RAKE
POSITION
Co, PPM
CQ2, PCT
HC, PPM
NOX, PPM
EICO
EIHC
EINOX
SMOKE
FARGAS
EFF, PCT
A
0.0
103.7
1.370
10. 4
18.5
15.10
0.90
4.40
2.3
0.00669
99.57
B
o.o
130.6
1.760
10.2
22.6
14.80
0.70
4.20
2.1
0.00861
99.60
8
3.2
129.9
1.600
9.8
22.0
16.20
0.70
4.50
0.
0.00783
99.56
B
8.5
137.4
1.640
11.0
22.1
16.70
0.80
4.40
0.
0.00803
99.54
B
13.6
1«8.7
1.710
H.6
23.2
17.30
0.80
4.40
0.
0.00836
99.53
B
18.7
136.0
1.590
11.6
22.1
17.00
0.80
4.50
0.
0.00780
99.53
B
23.8
117.3
1.400
11.3
1
-------
                                                    CFM56 ENGINE DATA
   CASE
   RDG
   POINT
   DATE

   ENGINE DATA
       FNK, LBS
       TAMB, F
       PAKB, PSIA
       HU^» GR/LB
       P3» PSIA
       T3, F
       WFF, PPH
       FAR57

co  EMISSION DATA

       RAKE
       POSITION
       Co» PPM
       C02, PCT
       HC, PPM
       NOX, PPM
       ElCO
       EIHC
       EINOX
       SMOKE
       FARGAS
       EFF, PCT
til












8
44.1
86.«
1.040
10.7
15.2
16.60
1.20
1. 60
0.
0.00506
99.51
42
175
28
ll/ 3/77
1.5IDL
2140.
69.3
14. 420
72.0
67.90
456.6
1114.
0.01132
A
0.0
128.7
1.410
5.3
21.9
18.20
0.40
5.10
2.7
0.00688
99.54
43












B
0.0
141.5
1.69Q
4.8
25.1
16.70
0.30
4.90
2.2
0.00829
99.58
44
245
2C
1 1/10/77
1.5IDL
?153.
42.9
14.340
18.0
67.60
416.0
1099.
0.01091
A
0.0
104.8
1 .210
4.0
17.9
17.30
0.40
4.80
2.1
0.00589
99.56
45












A
5."
1)8.9
1.350
«.2
20.3
17.50
0.40
4.90
0.
0.00589
99.56
46












A
13.6
li|2.4
1.670
4.0
24.8
17.00
0.30
4.80
0.
0.00819
99.58
47












A
21.3
167.1
1.990
3.7
29.4
16.70
0.20
4.80
0.
0.00977
99.59
48












A
28.9
180.7
2.200
3.4
32.5
16.30
0.20
4.80
0.
0.01082
99.60
49












A
36.5
181.1
2,220
3.4
32.5
16.30
0.20
4.80
0.
0.01090
99.61
50












A
'44.1
179.6
2.240
4.3
32.8
15.90
0.20
4.80
1.5
o.onoi
99.61

-------
CASE
RDG
POINT
DATE

ENGINE DATA

    POWER
    FNK, LBS
          F
         r PSIA
         GR/LB
    P3» PSIA
    T3, F
    NFE, PPH
    FAR57

EMISSION DATA

    RAKE
    POSITION
    Co, PPM
    C02, PCT
    HC, PPM
    NCX, PPM
    EICO
    EIHC
    EINOX
    SMOKE
    FARGAS
    EFF, PCT
51
              52
    53
CFM56 ENGINE DATA

   54        55
                        56
     B
    0.0
  132.4
  1.660
    2.7
   24.4
  15.90
   0.20
   4.80
    1.3
0.00811
  99.61
          . B
          5.9
        132.5
        1.620
          2.6
         23.9
        16.30
         0.20
         4.60
          0.
        99.60
     B
   13.6
  142.3
  1 .710
    2.9
   25.1
  16.50
   0.20
   4.80
    0.
0.00839
  99.60
     B
   21.3
  128.3
  1.840
    3.1
   23.1
  13.90
   0.20
   1.10
    0.
0.00902
  99.66
              B
            28.9
           106.5
           1.270
             3.8
            19.1
           16.60
            0.30
            4.90
             0.
         0.00619
           99.58
     B
   36.5
   87.9
  0.990
    3.7
   H.6
  17.70
   0.10
   4.80
    0.
0.00461
  99.55
57












B
44.1
83.5
0.940
3.8
13.9
17.60
0.50
4.80
1 ,4
0.00460
99.55
58
283
2D
11/10/77
1.5IDL
2254.
39.1
14.390
18.0
70.40
121.3
1101.
0.01051
A
0.0
98.4
1.150
5.6
20.3
17.10
0.60
5.80
l.fl
0.00560
99.55
59












A
44. 1
146.7
2.160
3.8
31.5
13.50
0.20
5.20
2.1
0.01059
99,67
60












B
0.0
129.5
1.580
3.9
26.1
16.30
0.30
5.40
2.0
0.00774
99.60

-------
                                                 CFM56 ENGINE DATA
CASE
POINT
DATE

ENGINE DATA
    FNK, LBS
    TAKb, F
    PAVB, PSIA
    HU^> GR/LB
    P3, PSIA
    T3, F
    WFE, PPH
    FAR57

EMISSION DATA

    RAKE
    POSITION
    C02, PCT
    HC, PPM
    NOX, PPM
    EICO
    EIHC
    EINOX
    SMOKE
    FARGAS
    EFF, PCT
61












B
44.1
76.8
0.890
4.3
15.9
17.10
0.50
5.80
0.4
0.00435
99.55
62
295
2E
11/14/77
1.5IDL
2245.
49.7
14.430
23.0
70.00
436.4
1143.
0.01107
A
0.0
100.6
1.220
8.1
1<>.5
16.40
0.60
5.20
2.3
0.00598
99.55
63












A
44.1
168.0
2.280
5.5
34.8
14.70
0.30
5.00
2.6
0.01117
99.63
64












B
0.0
132.3
1.710
5.7
26.6
15.40
0.40
5.10
2.6
0,00835
99.61
65












B
44.1
76.8
0.970
6.3
15.5
15.70
0.70
5.20
2.3
0.00475
99.57
66
323
2F
11/16/77
1.5IDL
2155.
49.2
14.300
47.0
67.20
429.5
1 110.
0.01124
A
0.0
109.7
1.300
5.2
18.2
16.90
0.50
4.60
1.1
0.00633
99.57
67












A
44.0
183.4
2.340
3.9
32.5
15.60
0.20
4.50
1.5
0.01149
99.62
68












B
0.0
143.6
1.770
3.6
24.8
.16.20
0.20
4.60
1.7
0.00867
99.60
69












B
44.1
89.6
1.040
4.7
15.6
17.20
0.50
4.90
1.4
0.005o7
99.55
70
137
3A
10/28/77
APP
6672.
55.3
14.470
49.0
140.50
615.5
2465.
0.01300
A
0.0
27,9
1.490
6.7
37.6
3.70
0.50
8.30
2.0
0.00726
99.87

-------
                                                    CFM56 ENGINE DATA
   CASE
   RDG
   POINT
   DATE

   ENGINE DATA
    FNK
            LBS
             F
             PSIA
            GR/LB
CO
CJ
    T3, f
    WFE, PPH
    FAR57

EMISSION DATA

    RAKE
    POSITION
    co, PPM
    C02, PCT
    HC, PPM
    NOX, PPM
    EICO
    EJHC
    EINUX
    SMOKE
    FARGAS
    EFF, PCT
71












B
0.0
38.5
2.220
6.7
56.1
3.50
0.30
8.30
1.3
0.01081
99.89
72
177
3B
ll/ 3/77
APP
6752.
69.3
14.380
72.0
140.20
645.1
2528.
0.01364
A
0.0
47.2
1.700
2.9
44.5
5.60
0.20
8.60
3.3
0.00827
99.85
73












B
0.0
52.6
2.230
2.2
56.8
4.70
0.1C
8.40
2.8
0.01088
99.88
74
250
3C
11/10/77
APP
6733.
41.0
14.350
19.0
139.40
587.9
2477.
0.01303
A
0.0
42.6
1.540
1.8
38.4
5.50
0.10
8.20
2.8
0.00748
99.86
                                                              75
    76
    77
    78
    79
    80
                                                                  A
                                                                 5.9
                                                                43.9
                                                               1.530
                                                                 2.6
                                                                39.9
                                                                5.70
                                                                0.2C
                                                                8.60
                                                                 0.
                                                               99.85
     A
   13.6
   47.8
  1.740
    2.6
   46.5
   5.50
   0.20
   8.60
    0.
0.00849
  99.86
   54.1
  2.070
    2.2
   55.9
 .  5.20
   0.10
   8.90
    0.
0.01012
  99.87
     A
   28.9
   60.1
  2.360
    2.1
   63.2
   5.10
   0.10
   8.80
    0.
0.01153
  99.87
     A
   36.5
   61.2
  2.500
    2.1
   65.7
   4.90
   0.10
   8.60
    0.
0.01221
  99.88
     A
   44.1
   60.2
  2.S40
    1.9
   66.4
   4.70
   0.10
   8.60
    2.4
0.01243
  99.88

-------
CASE
RDG
POINT
DATE

ENGINE DATA
    POKER
    FNK, IBS
          F
          PSIA
    HUN, GR/LB
    P3> PSIA
    T3/ F
    KFE, PPH
    FAR57

EMISSION DATA

    RAKE
    POSITION
    Co, PPM
    C02, PCT
    HC, PPM
    NOX, PPM
    EICO
    EIHC
    EIMOX
    SN-CKE
    FARGAS
    EFF, PCT
    81
    «2
    83
 CFM56 ENGINE DATA

    84        85
                                                      86
     B
    0.0
   50.6
  2.100
    1.8
   54.4
   4.80
   0.10
   8.50
    2.2
0.01023
  99.88
     B
    5.9
   50.3
  2.010
    2.1
   52.3
   5.00
   0.10
   8.50
    0.
0.00982
  99.87
     B
   13.6
   50.8
  1.980
    2.1
   52.0
   5.10
   0.10
   8.60
    0.
0.00967
  99.87
     B
   21.3
   46.3
  1.840
    2.2
   46.2
   5.00
   0.10
   8.60
    0.
0.00898
  99.87
     B
   28.9
   40.8
  1.580
    2.4
   41.3
   5.20
   0.20
   8.60
    0.
0.00769
  99.86
     B
   36.5
   37.1
  1.290
    2.6
   34.2
   5.70
   0.20
   8.70
    0.
0.00628
  99.85
87 88
277
3D
1 1/10/77
APP
6987.
38.8
14.360
19.0
142.60
592.0
2509.
0.01288
B A
44.1 0.0
33.8 39.0
1.020 1.550
2.9 ' 2.4
27.2 41.8
6.60 5.00
0.30 0.20'
8.80 8.90
2.0 1.6
00494 0.00753
99.82 99.87
69












A
44.1
55.5
2.670
1.0
69.2
4,20
0.00
8.50
2.8
0.01306
9
-------
                                                     CFM56  ENGINE  DATA
CO
oo
CASE
RDG
POINT
DATE

ENGINE DATA

    POVvER
    FNK, LBS
        , F
        , PSIA
         GR/LB
    P3, PSIA
    TJ, F
    WFE, PPH
    FAR57

EMISSION DATA

    RAKE
    POSITION
    co, PPM
    coz/ PCT
    HC, PPM
    NOX, PPM
    tlCQ
    ElHC
    EINOX
    SMOKE
    FARGAS
    EFF, PCT
91











B
44.1
25.4
0.890
2.2
24.9
5.70
0.30
9.20
1.7
0.00430
99.84
92
302
3E
11/14/77
APP
A Q yt *3
oo«4<; .
50.9
14.400
23.5
141.60
612.8
2508.
0.01309
A
o.o
44.6
1.680
2.4
41.1
5.30
0.20
8.10
2.5
0.00817
99.86
93











A
44.1
60.8
2.740
1.8
68.1
4.40
0.10
8.20
2.5
0.01341
99.89
94











B
0.0
52.2
2.240
1.6
56.2
4.70
0.10
8.30
1.8
0.01092
99.88
95












fl
44.1
34.3
1 .070
2.6
27.0
6.40
0.30
8.30
I."
0.00519
99.83
96
325
3F
11/16/77
APP
6960.
49.2
14.270
47.0
141 .30
611.5
2538.
0.01337
A
o.o
45.4
1.710
2.6
39.6
5.30
0.20
7.60
1.9
0.00834
99.86
97






•-





A
44.1
60.4
2.710
1.3
64.0
4.50
0.10
7.80
1.2
0.01325
99.89
98












B
0.0
52.1
2.260
2.0
53.1
4.60
0.10
7.70
1.7
0,01102
99.88
99












B
44.1
35.5
1 .080
2.4
26.4
6.60
0.30
8.00
1.0
0.00523
99.82
100
139
4A
10/28/77
CLI
18985.
55.6
14.400
50.0
296.30
880.9
6795.
0,01953
A
0.0
12.9
3.040
2.5
133.3
0.90
0.10
14.40
4.9
0.01488
99.97

-------
                                                 CFM56 ENGINE DATA
CASE
RDG
POINT
DATE

ENGINE DATA
    FNK, LBS
          F
          PSIA
         GR/LB
    PS, PSIA
    T3, F
    WFE, PPH
    FAR57

EMISSION DATA

    RAKE
    POSITION
    CQ, PPM
    C02, PCT
    HC, PPM
    NQX, PPM
    ElCO
    EIHC
    EINOX
    SMOKE
    FARGAS
    EFF, PCT
101












6
0.0
13.7
3.740
1.5
163.5
0.70
0.00
14.40
2.4
0.01835
99.98
102
179
46
ll/ 3/77
CLI
18917.
69.1
14.270
72.0
293.90
910.0
6875.
0.02021
A
o.o
29.2
3.230
1.8
139.5
1.80
0.10
14.20
7.5
0.01583
99.95
103












6
0.0
28.5
3.830
1.0
166.1
1.50
o.co
14.30
5.7
0.0188Q
99.96
104 105
255
4C
11/10/77
CLI
19203.
39.7
14.280
19.0
294.90
847.0
6686.
0.01899
A A
0.0 5.9
20.8 21.1
3.310 3.140
3.5 4.2
140.8 134.7
1.30 1.40
0.10 0.20
14.00 14.10
9.3 0.
0.01619 0.0)535
99.96 99.96
106












A
13.6
20.3
3.130
5.6
135.0
1.30
0.20
14.20
0.
0.01531
99.95
107












A
21.3
20.3
3.150
5.8
135.6
1.30
0.20
14.20
0.
0.01539
99.95
106












A
28.9
20.1
3.220
5.0
137.7
1.30
0.20
14.10
0.
0.01575
99.96
  109
  110
    A
  36.S
  20.6
 3.650
   3.0
 153.7
  1.10
  0,10
 13.90
   0.
.01790
 99.97
    A
  '44.1
  19.3
 3.940
   l.«
 164.2
  1.00
  0.00
 13.70
   4.8
.01935
 99.97

-------
    CASE
    RDG
    POINT
    DATE

    ENGINE DATA
                     ii i
o
o
    FNK, UBS
          F
          PSIA
         GR/LB
    P3,  PSIA
    T3.  F
    WFE, PPH
    FAR57

EMISSICN DATA
        POSITION
        co. PPM
        co2. PCT
        HC, PPV
        NOX, PPM
        EICU
        fclHC
        EJNUX
        FAP.GAS
        tFF, PCT
112
113
CFK56 ENGINE DATA

  lit       115
116
117
   118
   279
    tD
11/10/77
                                                            CLI
                                                          19436.
                                                            39.0
                                                          It.290
                                                            19.0
                                                          296.to
                                                           848.6
                                                           6773.
                                                         0-.01918
119
120
B
0.0
19.0
3.6tO
2.2
155.9
1.00
0.10
1 1 . 1 0
3.1
01785
99.97
B
5.9 .
19.5
3.560
2.t
153. t
1.10
0.10
It. 20
0.
0.01743
99.97
B
13.6
19.6
3.510
2.6
Jt9.t
1.10
0.10
It. 00
0.
0.01720
99.97
B
21.3
18.6
3.120
2.2
135.0
1.20
0.10
It. 30
0.
0.01526
99.96
B
28.9
16.8
2.780
2.«
121.?
1.20
0.10
14. to
0.
0.0)360
99.96
B
36.5
18. t
2.580
2.1
112.0
l.tO
0.10
It. 30
0.
0.01257
99.96
B
tt.l
16.8
2.310
l.«
99.5
1.50
0.10
It. 20
5.3
0.01123
99.96
A
0.0
20.6
3.300
0.9
150.5
1.30
0.00
15.00
10.3
0.01616
99.97
A
tt.l
18.6
3.770
1.9
I7t,4
1.00
0.10
15.30
4.5
0.01848
99.97
B
o.o
17.3
3.570
0.9
165.5
1.00
0.00
15.30
3.5
0.01748
99.97

-------
CASE
ROG
POINT
DATE

ENGINE DATA

    POWER
    FNK, LBS
          F
          PSIA
         GR/LB
    P3, PSIA
    T3, F
    ^FE, PPH
    FAR57

EMISSION DATA

    RAKE
    POSITION
    co, PPM
    C02, PCT
    HC, PPM
    NOX, PPM
    EICO
    EIHC
    EINOX
    SMOKE
    FARGAs
    EFF, PCT
CFM56 ENGINE DATA
121












B
44.1
11.3
2.090
1.5
100.4
1.40
0.10
15.90
6.3
01016
99.96
122
313
4E
11/15/77
CLI
19065.
60.0
14.250
39.0
292.00
89200
6821.
0.02000
A
0.0
26.6
3.360
3.5
153.8
1.60
0.10
15.10
11.5
0.01645
99.95
123












A
44.1
24.1
4.070
2.4
187.6
1.20
0.10
15.20
6.4
0.01998
99.97
124












B
0.0
23.4
3.740
2.6
172.4
1.30
0.10
15.20
3.7
0,01833
99.96
125












B
44.1
21.6
2.220
2.6
105.5
2.00
0.10
15.70
7.0
0.01080
99.94
126
327
4F
11/16/77
CLI
19292.
49.2
14.190
46.0
293.90
869.8
6806.
0.01969
A
0.0
21.8
3.340
2.8
146.8
1.30
0.10
14.50
11.5
0.01635
99.96
127












A
5.9
21.2
3.230
3.9
141.6
1.30
0.10
14.50
13.9
0.01579
99.96
128












A
13.6
20.4
3.170
6.4
142.5
1.30
0.20
14.80
15.5
0.01549
99.95
129












A
21.3
20.8
3.180
7.2
141.3
1.30
0.30
14.60
15.2
0.01558
99.95
   130
     A
   28.9
   19.9
  3,230
    6.4
  142.2
   1.20
   0.20
  14.50


0.01579
  99.95

-------
o
CO
CASE
PDG
POINT
DATE

ENGINE DATA

    POk'ER
    FNK, LBS
    TAMB, F
    PAN'S, PSIA
    HU^r GR/LB
    P3» PSIA
    T3, F
    KFE, PPH
    FAR57

EMISSION DATA

    RAKE
    POSITION
    to. PPM
    Cu2, PCT
    HC, PPM
    NQX, PPM
    EICO
    EIHC
                          131
            132
             133
         SMOKE
         FARGAS
         EFF, PCT
    A
  36.5
  19.6
 3.610
   3.3
 156.3
  1.10
  0.10
 14.30
   6.0
.01768
 99.97
     A
   44.1
   19.5
  3.900
    1.6
  168.5
   1.00
   0.00
  14.20
    6.5
0.01916
  99.97
     B
    0.0
   19.1
  3.650
    1.5
  161.a
   1.10
   0.00
  IH.bO
    4.4
0.01791
  99.97
CFM56 ENGINE DATA
134












B
5.9
19.?
3.hOO
1.8
159.3
1.10
0.10
11.60
3.7
.0)764
99.97
135












B
13.6
18.9
3.540
1.8
156.3
1 .10
0.10
14.60
5.3
0.01732
9P.97
136












B
21.3
17.9
3.170
2.0
139.5
1.10
0.10
14.50
5.6
0.01549
99.97
137












B
28.9
17.3
2.820
1.6
126.0
1.20
0.10
14.80
3.2
0.01375
99.97
138












B
36.5
17.3
2.58o
1.6
115.3
1.30
0.10
14.70
4.8
0.01260
99.96
139












B
44.1
17.3
2.350
3.1
104.3
1.50
0.20
14. hO
9.0
0.01145
99.95
140
14]
5A
10/28/J7
T/0
22250.
55.4
14.390
50.0
336.70
933.2
8092,
0.02097
A
0.0
14.9
3.490
2.0
177.7
0.90
0.10
16.80
8.6
0.01711
99.97

-------
                                                      CFM56  ENGINE  DATA
o
00
     CASE
     RDG
     POINT
     DATE

     ENGINF  DATA
    FrjK, LBS
    TAMB, F
    PAMB, PSIA
    HUM, GR/LB
    PS, PSIA
    T3, f
    WFE, PPH
    FAR57

EMISSION DATA

    RAKE
    POSITION
    CQ, PPM
    COS, PCT
    HC, PPM
    NOX, PPM
    EICO
    EIHC
    EINOX
    SMOKE
    FARGAS
    EFF, PCT
mi












B
0.0
14.3
4.080
1.4
207.2
0.70
0.00
16.70
3.9
0.02005
99.98
142
181
5B
ll/ 3/77
T/0
22274.
69.0
14.290
72.0
335.70
968.1
8232.
0.02175
A
0.0
27.5
3.7QO
0.6
168.0
1.50
0.00
16.80
9.6
0.01815
99.96
143












B
0.0
26.6
1.230
0.0
217.0
1.30
0.00
16.90
6.8
0.02082
99.97
144
25B
5C
11/10/77
T/0
22579.
39.9
14.270
19.0
336.00
699.6
7969.
0.02034
A
0.0
23.0
3.720
3.2
187.9
1.20
0.10
16.70
11.4
0.01824
99.96
145












A
5.9
22.0
3.590
3.0
182.4
1.20
0.10
16.70
0.
0.01762
99.96
146












A
13.6
20.8
3.540
6.4
181.8
1.20
0.20
16.90
0.
0.01734
99.95
147












A
21.3
20.5
3.460
7.5
177.4
1.20
0.20
16.90
0.
0.01697
99.95
148












A
28.9
19.7
3.460
4.8
178.4
1.10
0.20
17.00
0.
0.01697
99.96
149












A
36.5
20.4
3.780
4.0
193.8
1.10
0,10
16,90
0.
0.01852
99.96
150

i










A
44.1
18.9
4.130
2.4
210.9
0.90
0.10
16.80
7.2
0.02030
99.97

-------
CASE
RDG
POINT
DATE

ENGINE DATA

    POWER
    FNK, LDS
    TAMb, F
          PSIA
         GR/LB
    P3, PSIA
    TS, F
    WFE, PPH
    FAR57

EMISSION DATA

    RAKE
    POSITION
    Co, PPM
    co2, PCT
    HC, PPM
    NQX, PPM
    EICO
    EihC
    tINUX
    SMCKE
    FARGAS
    EFF, PCT
CFM56 ENGINE DATA
151












B
0.0
19.6
3.9flO
1.8
201.6
1.00
0.10
16.70
5.6
01^55
99.97
152












B
5.9
1<>.7
3.930
2.9
203. 4
1.00
0.10
17.10
0.
0.01930
99.97
153












B
13,6
19. U
3.830
2.9
195. a
1.00
0.10
16.80
0.
0.01881
99.97
154












B
21.3
Ifl.R
3.470
2.1
179.0
1.10
0.10
17.00
0.
0,01701
99.97
155












B
28.9
iM
3.050
2.2
158.6
1.10
' 0.10
17.20
0.
0.01^91
99.97
156









'


B
36.5
18.0
2.780
2.1
148.2
1.30
0,10
17.60
0.
0.01356
99.96
157












B
4«.l
17.2
2.520
2.4
134.7
1.40
0.10
17.60
7.2
0.01229
99.96
158
281
50
11/10/77
'T/0
22691.
38.9
14.280
18.0
336.10
898.9
8007.
0.02045
A
0.0
21.3
3.630
3.2
197.6
1.20
0.10
18,00
12.1
0.01779
99.96
159












A
44.1
19.2
4.080
2.0
220.0
0.90
0.10
17.80
7.8
0,02003
99.97
160









„


B
0.0
18.0
3.870
2.4
212.6
0.90
0.10
18.10
5.5
0.01898
99.97

-------
o
en
CASE
RDG
POINT
DATE

ENGINE DATA

    POKER
    FNK, LBS
        , F
        , PSIA
         GR/LB
    P3> PSIA
    T3, F
    WFE, PPH
    FAR57

EMISSION DATA

    RAKE
    POSITION
    Co, PPM
    C02, PCT
    HC, PPM
    NOX, PPM
    EICO
    EIHC
    EINOX
    SMOKE
    FARGAS
    EFF, PCT
CFM56 ENGINE DATA
161












B
44.1
16.2
2.360
2.0
136.2
1.40
0.10
19.00
9.0
0.01151
99.96
162
315
5E
11/15/77
T/0
22699.
60.0
14.230
39.0
335.60
948.6
8249.
0.02159
A
o.o
26.6
3.870
1.2
187.0
1.40
0.10
15.90
14.9
0.01900
99.96
163












A
44.1
22.8
4.320
3.5
206.8
1.10
0.10
15.80
9.0
0.02123
99.97
164












B
0.0
22.7
4.130
2.9
199.2
1.10
0.10
15.90
12.0
0.02027
99.97
165












B
44.1
19.9
2.680
2.9
136.5
1.50
0.10
17.00
10.0
0.01309
99.95
166
329
5F
11/16/77
T/0
22521.
49.0
14.170
47.0
333.00
920.3
8070.
0.02HO
A
0.0
13.2
3.740
2.0
193.8
0.70
0.10
17.10
15.9
0.01832
99.98
167












A
44.1
14.1
4.140
2.d
214.5
0.70
0.10
17.10
8.3
0.02036
99.98
168












8
0.0
10,3
3.950
1.0
206.6
0.50
0.00
17.20
7.9
0.01939
99.99
169












B
44.1
11.5
2.600
1.3
138.6
0.90
0,10
17,60
8.9
0.01267
99.97

-------
                                 APPENDIX C

     EFFECT OF EXHAUST  FLOW DISTURBANCE ON ENGINE  FUEL-AIR DISTRIBUTION
     During the CFM56 engine  tests,  sample  fuel/air  ratios  significantly lower
than the core engine fuel/air ratio  were measured  at  certain  rake  positions.
In order to investigate  this  effect,  the sampling  rake  assembly was  rotated
over a 45° span, and samples were obtained  with Rakes A and B at  7.5°  incre-
ments.  Resulting values of sample fuel/air ratio, normalized by  the corre-
sponding calculated core fuel/air ratio, are  shown as a function  of  rake,
angular position, and power level in Figure 33.  In  this figure,  angular posi-
tion (0) is defined as the angle of  the rake  arm which  is  in  the  first  quad-
rant. Recall that each rake has four arms spaced at  90° intervals.   With both
Rakes A and B, the highest sample fuel/air  ratios  were  measured at an  angular
position of 45°.  Sample fuel/air ratios tended to decrease as the rakes were
rotated to the 0° and 90° positions.

     This behavior is explained by examination of  detailed  exhaust-plane pres-
sure and temperature profiles obtained prior  to emissions  testing.   Climb
power pressure and temperature profiles at  radial  positions corresponding  to
Rake B sampling orifices are presented in Figures  34  and 35.   These  profiles
show a region of low temperature and high pressure near the 12 o'clock  (0°)
position.  This is apparently the result of a wake in the  fan stream behind
the engine support pylon.  In this wake region the fan  air  penetrates  toward
the engine centerline.  As the rakes  approach the  0°  or 90° position,  the  top
rake arm enters this wake region, and the sample is diluted by flow  through
this arm.

     An elementary analysis was conducted to quantify the effects of the pylon
wake on sample fuel/air ratio measurements.  This  analysis  used data from  the
exit-temperature/pressure survey to  predict sample fuel/air ratio as a  func-
tion of rake position and rake internal pressure.

     It was assumed that sample flow through each  orifice,  Ws, was composed
of a component of core flow, Wc, at  core temperature, Tc, having  core  carbon
atom content,  [C]c,  and a component of fan flow,  Wf,  at  fan temperature, Tf,
having a fan carbon atom content, [C]f = 0.  In the above,  carbon atom  content
includes carbon in C02, CO, and HC.   Adiabatic mixing of these components  was
assumed.

     With these assumptions, it was  possible to define  the  relationship  be-
tween sample temperature, Ts, and sample fuel/air  ratio,  fs,  as follows:

          Sample Continuity

          Ws = Wf + Wc                                                   (5)
                                       106

-------
    1.4
8
                                                                  I        I
                                                                 Power (Rdg)
                                                                    IDL (242)
                                                                    1.5 * IDL (245)
                                                              	APP (250)
                                                              	CLI (255)     _
                                                              	T/0 (258)
    0.2
                               30       40      50      60
                             Rake Annular Position,  degrees
                Figure  33.   Fuel/Air Ratio Profiles for CFM56 Engine Test.
80      90

-------
o
oo
            1100
            1000 -
Radial Position,  in.
  O   7.35
  D   9.6
  A   12.5
                                                      Rake B Radial Positions are
                                                      7.34, 10.00,  and 12.71 in.
                                                      Climb Power (Readings 108 - 113)
             10
                                                                                      270
                                                                                                             360
                                                    Angular Position, degrees
                               Figure 34.  Climb  Power Engine  Exit Temperature Profiles.

-------
o
to
              20.2
              20.0 -
                                                    Climb Power (Readings 108 - 113)
              17.6
              17.4
                                                                180
270
                                                      Angular Position,  degrees




                                 Figure 35.   Climb Power Engine Exit Pressure Profiles,
                                                                                                               360

-------
          Carbon Balance

          Ws[C]g = Wf[C]f + WC[C]C                                       (6)

          Enthalpy Balance (Constant Cp)

          WSTS = WfTf + WCTC                                            (7)

          Combining (5), (6), and (7) with Cf = 0,
[C]8   Ts - If _ W
                            c
                 TC -
          For small values of C,

          fi «  [Cli                                                     (9)

To a close approximation..  Substituting Equation (9) into (8) gives:

               £T  — Tr-
           c    ^~ c   ^ i
          fT^r                                                  U0)

     The sample flow was estimated based on incompressible-flow orifice equa-
tions.  Individual orifice flow is:
          Wi = Ae    2Pi (Pi - Prake)                                   (11)

where W^ is the flow through orifice i, Ae is the orifice effective area, p^
is the density of the mixture entering the orifice based on the exit tempera-
ture/pressure survey, P^ is the total pressure at the orifice inlet, and Prake
is the rake internal static pressure.  Total sample flow is obtained by sum-
ming over the twelve orifices:
                 12
          Ws =
     The final sample temperature was computed as

                 N            N
                             ZV*
                     wiTi/   2-f   W
                                      110

-------
where T^ is the inlet temperature at orifice  i and N is the number of orifices
which have sample flowing inward (at some conditions P£ > Prake> an<* reverse
flow can occur).

     The above equations were-used to solve for Ws and fs/fc  for Rake B at
several different angular positions and rake  internal pressures.  Results of
these calculations are shown in Figure 36.  These data are cross-plotted at a
flow rate of 1.5 ft^/min; this is the approximate sampling rate used during
engine tests.  As shown in Figure 37, predicted fuel/air ratios are in good
agreement with experimental results.

     The effect on measured emissions of sample dilution in the plyon wake is
shown in Figures 38 and 39.  CO and NOX emission indices are  generally within
10% of the average value in spite of fuel/air ratio variations of over 50%.  A
larger variation in HC levels is evident; however, this is magnified because
of the very low HC levels obtained.  At climb-out power, the  variation in HC
is not significant.

     The large variation in smoke level at climb-out power does not appear to
be related to the fuel/air ratio variation.

     Since a complete set of data for all rake positions was  only obtained on
one test run, it is important to note the relationship between emissions data
averaged over all rake positions and data obtained in the standard sampling
mode.  The standard procedure during engine tests was to obtain two samples,
one each from Rakes A and B, with the overall rake assembly in the 0° posi-
tion.  A comparison of emissions obtained using this method with emissions
averaged over a complete traverse is shown in Table 11.  Differences of more
than 10% in emissions indices measured with the two modes occur only in mid-to-
high-power HC levels.  As noted above, these  large relative differences are
due mainly to the very low HC levels measured at these conditions.
                                       Ill

-------

-------
8
  ss
 i.o


 0.9


 0.8


 0.7


 0.6


 0.5


 0.4


 0.3
 0.2
 0.1
                       •  Climb Power
                       •  Rake B
                       •  Ws = 1.5 SCFM
                    Emissions Results
                   o
                    Predicted by Exit Survey
                    Pressure and Temperature Data
    40
Figure 37.
                  50
60
70
80
                          0 ,  degrees
                           B
90
                Comparison of Predicted and Experimental Sample
                Fuel/Air Ratio Profiles
                           113

-------
                             	 EIHC/EIHC
10      20
                    30      40       50      60       70




                      Rake Angular Position,  degrees




Figure 38.  CFM56 Engine Tests - Idle Power Emissions Profiles.
80      90

-------
tn
            s
            o
            8

2.6

2.4

2.2

2.0




1.6



1.2

1.0

0.8

0.6

0.4

0.2

  0
                                                                              i        n
                                                                           FARGAS/FAR57
                                                                           EICO/EICO
                                                                                    Avg
                                                                     	Smoke/Smoke
                                                          Rake B
  Avg
 'Avg
                   0
            10      20      30       40      50      60

                            Rake Angular Position, degrees
                                                                             70
80
90
                          Figure 39.  CFM56 Engine Tests - Climb Power Emissions Profiles.

-------
Table 11.  Comparison of Emissions Data for Complete Rake Traverse.
Condition - Parameter
Idle (Rdg. 242)
EICO, lb/1000 Ib
ETHC
EINOx
Smoke
FARGAS
1.5 Idle (Reg. 245)
EICO
EIHC
EINOX
Smoke
FARGAS
Approach (Rdg. 250)
EICO
EIHC
EINOX
Smoke
FARGAS
Climb (Rdg. 255)
EICO
EIHC
EINOX
Smoke
FARGAS
Takeoff (Rdg. 258)
EICO
EIHC
EINOx
Smoke
FARGAS
Rake A-0

29.30
1.10
4.10
2.8
0.00590

17.30
0.40
4.80
2.1 '
0.00589

5.50
0.10
8.20
2.8
0.00748

1.30
0.10
14.00
9.3
0.01619

1.20
0.10
16.70
11.4
0.01824
Rake B-0

29.00
0.80
3.90
2.8
0.00817

15.90
0.20
4.80
1.3
0.00811

4.80
0.10
8.50
2.2
0.01023

1.00
0.10
14.10
3.1
0.01785

1.00
0.10
16.70
5.6
0.01955
Average of
Rakes A-0
and B-0

29.20
0.95
4.00
2.8
0.00704

16.60
0.30
4.80
1.70
0.00700

5.15
0.10
8.35
2.5
0.00886

1.15
0.10
14.05
6.2
0.01702

1.10
0.10
16.70
8.5
0.01890
Average of
All 14
Readings

29.46
0.89
3.99
- —
0.00793

16.55
0.28
4.76
— --
0.00796

5.29
0.14
8.63
	
0.00909

1.23
0.12
14.12
_ —
0.01574

1.13
0.12
17.00
	
0.01724
Standard
Deviation

0.61
0.16
0.10
- —
0.00236

0.97
0.11
0.19
—
0.00221

0.49
0.06
0.17
_ —
0.00220

0.15
0.06
0.18
	
0.00220

0.13
0.04
0.30
	
0.00228
Z Difference
in A-0 and
B-0 Average

-0.9
6.7
0.2
	
-11.2

0.3
7.1
0.8
- —
-12.1

-2.7
-28.6
-3.2
	
-2.5

-6.5
-16.7
-0.5
	
8.1

-2.7
-16.7
-1.8
	
9.6
Maximum
Value

30.90
1.20
4.20
	
0.01120

17.70
0.50
4.90
— —
'0. 01101

6.60
0.30
8.90
	
0.01243

1.40
0.20
14.40
_ —
0.01935

1.40
0.20
17.60
	
0.02030
Minimum
Value

28.70
0.70
3.90
	
0.00377

13.90
0.20
4.10
	
0.00460

4.70
0.10
8.20
	
0.00494

1.00
0
13.70
_ —
0.01123

0.90
0.10
16.70
	
0.01229

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                                REFERENCES
1.  Donovan, P.J., Fairchild, W.R., and Graves, K.W., "Determination of
    Effects of Ambient Conditions on Aircraft Engine Emissions," EPA-460/3-
    77-019, September 1977.

2.  Donovan, P., and Cackette, T., "The Effects of Ambient Conditions on
    Gas Turbine Emissions - Generalized Correction Factors," ASME Paper No.
    78-GT-87, ASME Gas Turbine Conference, London, April 9-13, 1978.

3.  "Control of Air Pollution from Aircraft and Aircraft Engines - Emission
    Standards and Test Procedures for Aircraft," U.S. EPA, Federal Register,
    Vol. 38, p. 19088, July 17, 1973.

4.  C.C. Gleason and D.W. Bahr, "Experimental Clean Combustor Program-Phase
    III," NASA Lewis Research Center, CR-135384, June 1, 1979.

5.  "Control of Air Pollution from Aircraft and Aircraft Engines - Proposed
    Amendments to Standards," U.S. EPA, Federal Register, Vol. 43, p. 12615,
    March 24, 1978.
                                    117

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