RI
7634
Bureau of Mines Report of Investigations/ 1972
A Field Survey of Emissions
From Aircraft Turbine Engines
UNITED STATES DEPARTMENT OF THE INTERIOR
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Report of Investigations 7634
A Field Survey of Emissions
From Aircraft Turbine Engines
By F. W. Cox, F. W. Penn, and J. O. Chase
Bartlesville Energy Research Center, Bartlesville, Okla.
UNITED STATES DEPARTMENT OF THE INTERIOR
Rogers C. B. Morton, Secretary
BUREAU OF MINES
Elburt F. Osborn, Director
The work upon which this report is based was done under a cooperative agreement between the Bureau of Mines,
U.S. Department of the Interior, and the Office of Air Programs of the Environmental Protection Agency.
-------
This publication has been cataloged as follows:
Cox, F W
A field survey of emissions from aircraft turbine engines,
by F. W. Cox, F. W. Penn, and J. 0. Chase. [Washington!
U.S. Dept. of the Interior, Bureau of Mines [1972]
28 p. illus., tables. (U.S. Bureau of Mines. Report of investiga-
tions 7634)
Includes bibliography.
Based on work done in cooperation with the Office of Air Programs
of the Environmental Protection Agency.
1. Aircraft exhaust emissions. I. Penn, F.W. II. Chase, James O.
III. Title. (Series)
TN23.U7 no. 7634 622.06173
U.S. Dept. of the Int. Library
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CONTENTS
Abstract 1
Introduction i
Experimental apparatus 2
Test facility 2
Sample probes and support stands 2
Sample lines 6
Instrumentation 6
EPA reference gases, , 7
Fuel 7
Engines 8
Experimental procedure 9
Analytical procedure. 9
Emission measurement 9
Results and discuss ion 10
Summary ."' 17
Acknowledgments 18
References 19
Appendix. —Individual test data 20
ILLUSTRATIONS
1. Instrumentation in test facility 3
2. Instrument package for emission measurements 4
3. Sample probes used in BERG work 5
4. Sampling system flow schematic 7
5. Oxides of nitrogen and nitrogen dioxide as a function of
exhaust gas temperature 11
6. Exhaust emissions averaged for each engine type at idle
and takeoff 15
7. Fuel-air ratio as a function of thrust 16
TABLES
1. EPA reference gases 8
2. Inspection data for Jet A fuel 8
3. Average of exhaust concentrations 13
4. Average of mass exhaust/emissions 14
A-l. One JT3D-1, three JT3D-3B, and three JT8D-1 engines 20
A-2. Five JT8D-1 engines with retrofit and two JT8D-7 engines 22
A-3. Two JT8D-7 and six JT8D-9 engines with retrofit 24
A-4. Four 511-14 Spey engines 26
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A FIELD SURVEY OF EMISSIONS FROM AIRCRAFT TURBINE ENGINES
by
F. W. Cox,1 F. W. Penn,2 and J. 0. Chase3
ABSTRACT
Exhaust emissions were measured from 25 aircraft turbine engines using
Jet A fuel. Analytical apparatus, procedures, and results are described.
Carbon monoxide, carbon dioxide, nitric oxide, nitrogen dioxide, and aldehydes
were measured at engine operating modes representing power levels used in
airline operation. Carbon monoxide, hydrocarbon, and aldehyde emissions were
highest at idle and lowest at takeoff; oxides of nitrogen were lowest at idle
and highest at takeoff. Of the total oxides of nitrogen emitted, nitrogen
dioxide constituted from 10 to 100 pet, depending on the exhaust gas tempera-
ture. Engines retrofitted with smoke-reducing burner cans produced less
carbon monoxide, hydrocarbon, and aldehyde emissions, and slightly more oxides
of nitrogen then engines with standard burner cans.
INTRODUCTION
Many investigators have reported studies of exhaust emitted by internal
combustion engines, both spark ignition and compression ignition, but rela-
tively little information is available on the emissions from aircraft turbine
engines.
With the enactment of the Clean Air Act (4) ,* resulting in Federal stan-
dards for the reduction of air pollution from mobile sources, it became neces-
sary to make a reliable assessment of current emission levels from a repre-
sentative sampling of aircraft turbine engines in use in contemporary aircraft.
To obtain this information, the Environmental Protection Agency (EPA) con-
tracted with several groups to make onsite measurements at military and com-
mercial overhaul facilities. The Bureau of Mines Bartlesville Energy Research
Center (BERC), which had previously developed methodology (I), was one of the
groups selected. Exhaust from several aircraft engines was analyzed for
carbon monoxide (CO), carbon dioxide (CDs'), nitric oxide (NO), nitrogen
dioxide (NOfe), total unburned hydrocarbons, and aldehydes.
1Research chemist.
2Mechanical engineer.
3 Supervisory mechanical engineering technician.
4Underlined numbers in parentheses refer to items in the list of references
preceding the appendix.
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The Bureau obtained emission data on Pratt and Whitney JT8D and JT3D
engines and Rolls-Royce Spey engines at the American Airlines overhaul
facility in Tulsa, Okla., with American Airlines cooperation and support being
provided as needed.
This report is a discussion of the sampling procedures and results
obtained.
EXPERIMENTAL APPARATUS
Test Facility
Two test cells at American Airlines, Tulsa, Okla., were utilized for the
emission measurement program. They were located on opposite sides of and
adjacent to the engine control room, where the instrumentation was installed
next to the engine monitor and control equipment. The physical arrangement of
the facility and equipment is shown in figure 1. Since the control room was
compactly designed for test operator convenience, it was necessary to confine
the analytical instruments to a small area. In compliance with this
restriction, an instrument package requiring only 26 by 30 in of floor space
was designed and constructed at the BERG. This package (fig. 2) contained the
sample pump and all continuous sampling instruments except three strip-chart
recorders.
Sample Probes and Support Stands
The probe designs were specified by the Environmental Protection Agency
and the probes were supplied by Southwest Research Institute, San Antonio, Tex.
Each probe consisted of four stainless-steel tubular arms welded to the wall
of a cylindrical mixing chamber. The arms were positioned 90° apart in a
single plane which formed a right angle with the mixing chamber wall. Three
sampling holes in each arm were spaced so that sample was collected from four
quadrants at the center of three equal annular areas of the tailpipe.
Probe failure was of considerable importance in terms of lost time,
aborted tests, and collection of a representative exhaust sample. The major
probe failures are exemplified in figure 3 (A-E). The final probe design
(fig. 3F) proved adequate for JT8D testing but failed during the second JT3D
test. None of the conventional probes could withstand the high exhaust gas
pressures and temperatures generated by the Spey engines. To obtain emission
data for the JT3D and Spey engines, a length of 1/4-in stainless-steel tubing
was mounted on the leading edge of the vertical probe stand plate (fig. 1).
The open end was capped and three 0.093-in diameter holes were drilled in the
tubing at 2-in intervals below the augmenter centerline and facing the engine
tailpipe.
Probe support stands were installed by American Airlines in the entrance
of each exhaust augmenter tube (fig. 1). Each stand consisted of three 1/4-in
by 4-in steel plates. The plates were bolted to angles which had been welded
to the wall of the augmenter tube. At the common meeting point, the plates
were bolted to a short tee section. Both of these probe stands failed and
were modified by using thicker steel plates.
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Augmenter lube
Sample probe
Probe support pipe , adjustable
U bolt
Probe support stand
View A-A
Augmenter
tube
Sample probe
. Engines
Heated sample line
TEST CELL NUMBER 2
1
/.
Analytical
instruments
=<
E
I
Engine control room
TEST CELL NUMBER I
FIGURE 1. - Instrumentation in Test Facility.
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-------
Gussets added
at BERC
Rings added
at BERC
Ring added
at BERC
FIGURE 3. - Sample Probes Used in BERC Work. .1, First design, failed behind the JT8D;
/>', third design (modified from second design), failed behind the JT8D; C, third
design, failed behind the JT8D; l>. third design, fai led behind the JT3D; /•.', last
design, failed behind the Spey; and /•', last design, used only behind the JT8D
engines.
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Sample Lines
Sample was transferred from the probe to the instruments through 0.25-in
OD (approximately 0.19-in ID) stainless-steel tubing. Sample lines were
partially prefabricated in multiples of 2-1/2 ft prior to field installation.
Each section was heated.to a dull red so that contaminants could be vaporized
and removed by nitrogen purge. Tubular heating elements (industrially manu-
factured in sections of 1/4-in ID by 2-1/2 ft) were then fitted end to end
around the steel tubing. With the addition of thermocouples and swagelock
fittings, installation became a matter of connecting the segments and wrapping
the line with two to three layers of asbestos tape and an aluminum tape cover.
Despite the heavy insulation, the temperature of the sample line inside
the test cell could not be maintained at the 150° C recommended by the Society
of Automotive Engineers ( 3_). Soon after engine ignition, the sample line
temperature began to drop, reaching a low of about 115° C before the end of
the test. The extent of temperature depression seemed to be somewhat related
to engine speed, with maximum depression occurring at or near the takeoff mode.
Instrumentation
Gaseous exhaust components were measured continuously as follows:
1. Hydrocarbon (HC) by flame ionization detection (FID—Beckman 4026);
2. NOjg by nondispersive ultraviolet (NDUV—Beckman 255); and
3. NO, CO, and CCfe by nondispersive infrared (NDIR—Beckman 315A). The
sum of NO and NQs will be referred to hereafter as Npx .
Cell specifications and ranges for the NDUV and NDIR instruments were as
follows:
Ins t rument--
Exhaust component cell size, in Range 1 Range 2 Range 3
Nitrogen dioxide NDUV, 13.5 0-100 ppm
Nitric oxide ZNDIR, 40.5 0-500 ppm 0-200 ppm 0-100 ppm
Carbon dioxide NDIR, .125 0-10 pet 0-5 pet 0-2 pet
Carbon monoxide 1NDIR, 13.5 0-1,500 ppm 0-500 ppm 0-100 ppm
1 Equipped with optical filters.
Three double-pen recorders were used to register instrument output--one
recorder each for CO and COg , NO and NOfe , and HC and temperature of the sample
line (or sample stream).
A schematic of the emission sampling system is shown in figure 4. Grab
samples were taken for total aldehyde content and analyzed by the 3-methyl-
2-benzothiazolinonehydrazone hydrochloride (MBTH) method (2). j
5Brand names are used in this report for identification only and their mention
does not imply endorsement by the Bureau of Mines.
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Sample 1] [
probe -11- ]
Exhaust j
discharge '
nozzle [
I
Line i
T/C i
i
Test cell
\
/
/
/
/
/
/
/
/
/
/
/
/
/
Bypass Needle valve
DT f PressureJ ®
T — 9ag°Ot
1 . u^ NeedU
HFIOW HC Beckman =^,
..JJmeter 4Q2
Aldehyde
! valve sampling
* ports
i/u 1 I Si Toggle valve
I ^Toggle ,,Zero -»$••- Span ;|
* ' fl I J \
U 1 \J Metal
Filter 1 *— » bellows
Gas T/C pump
Monitor
room
Flow control valve
Dump \ _
i \ °
Flown 11
meter[j- ~ &Q-
CO C02 C
Pr<
reg
Flow control valve
/ Indicating DumP
Z*ro CaS04 A
17 / flFlow
nUL -i-1— i- 4Jmeter
Span NC-2 NO
Dump
UFlow
meter
issure
ulator
FIGURE 4. - Sampling System Flow Schematic.
EPA Reference Gases
The laboratories involved in the collection of aircraft emission baseline
data analyzed a number of reference gases provided by the EPA. The purpose of
the reference gas check was to determine whether major differences in analyses
existed among the laboratories.
The Bureau analyzed seven EPA reference gases, and the results of these
analyses are given in table 1. Note that the hydrocarbon level of the Bureau
of Mines zero gas was about 4.8 ppmC higher than that of the EPA zero air.
This means that the Bureau's hydrocarbon measurements shown in table 1 are
4.8 ppmC lower than they would have been had EPA zero air been used to zero
the hydrocarbon analyzer. If this difference were applied to the Bureau o~f
Mines hydrocarbon levels for EPA gases A-247 and SG-13359B, the deviations
from EPA values then would be only -2.2 pet and +2.9 pet, respectively.
The hydrocarbon emission values contained in this report were not cor-
rected for the hydrocarbons present in the Bureau's zero gas; therefore, these
values could be as much as 4.8 ppmC low.
Fuel
Jet A fuel was used for all tests. Of the three fuels specified for use
by American Airlines, Jet A is a relatively high flashpoint distillate of the
kerosene type. Table 2 shows the fuel inspection data.
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8
TABLE 1. - EPA1 reference gases
EPA
cylinder
A-6775
A-672
A-672
A-6741
A-2334
SSB-162
A-247
SG-13359B
Compound
Carbon monoxide..
Carbon monoxide..
Carbon dioxide...
Carbon dioxide...
Nitric oxide
Nitric oxide
Air
. . ppm. .
. . ppm. .
• • pc t . .
. .pet. .
. . ppm. .
. .ppm. .
. ppmC . .
. ppmC . .
. ppmC . .
Analyzed concentration
EPA
82
494
1.57
4.22
82.2
21.0
216.6
31.5
<0.1
BuMines
95
530
1.59
4.22
87.0
18.0
207
27.6
-4.83
Percent deviation
from EPA
+15.9
+7.3
+1.3
0.0
+5.8
-14.3
-4.4
-12.4
iEnvironmental Protection Agency, Ann Arbor, Mich.
TABLE 2. - Inspection data for Jet A fuel1
Gravity ° API.. 42.5
Flashpoint, tag closed cup ° F.. 125
Flashpoint, tag open cup ° F.. 144
Viscosity, kinematic cs at 100° F.. 1.38
Distillation temperature, ° F:
10-pct evaporated 367
50-pct evaporated 409
90-pct evaporated 471
End point 510
Distillation residue pet.. 1.1
Distillation loss pet.. 0.9
1American Society for Testing and Materials. Standard
Methods of Test for Specifications for Aviation Turbine
Fuels. D 1655 in 1970 Book of ASTM Standards: Part 17,
Petroleum Products--Fuels, Solvents, Burner Fuel Oils,
Lubricating Oils, Cutting Oils, Lubricating Greases,
Hydraulic Fluids. Philadelphia, Pa., 1970, p. 582.
Engines
Emissions were measured from 25 engines: Three Pratt and Whitney JT3D,
18 Pratt and Whitney JT8D, and four Rolls-Royce Spey engines. The JT3D is a
turbofan engine with external bypass, and the JT8D and Spey are turbofan
engines with internal bypass systems. Of the 18 JT8D engines tested, 13 had
been retrofitted with smoke-reducing burner cans and the remaining five JT8D
engines as well as the JT3D and Spey engines were equipped with standardj
burner cans. Time in operation since overhaul varied from 0 to over 11,000 hr,
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EXPERIMENTAL PROCEDURE
Analytical Procedure
The analytical procedure recommended by SAE Committee E-31,6 and subse-
quently published (3_), was followed as closely as practicable. The NDIR, NDUV,
and FID analyzers were checked for zero and span prior to each test and for
zero after each test, except when both test cells were utilized and a second
test immediately followed the first. At times, field conditions made strict
adherence to the recommended procedure impractical. Areas of departure from
the SAE procedure were as follows:
1. Only one propane blend was used for daily span checks on the FID
analyzer; this blend contained 432 ppmC.
2. Sample line temperature in the test cell could not be maintained at
150° C, as discussed previously.
3. For the JT3D and Spey engines, the distance between the probe stand
and the tailpipe was too great to place the sample probe within one-tailpipe
diameter of the exhaust exit plane.
4. Owing to probe failures, it was necessary in some cases to use sample
probes other than those of conventional design.
Aldehyde analysis is not included in the SAE recommendations. For the
work done at American Airlines, a flow-through method was used to collect
duplicate aldehyde grab samples. First, two evacuated 2-liter, two-stopcock
flasks (fig. 2) were filled with exhaust. Then the exit stopcocks were opened
to allow exhaust to flow through the flasks for about 3 min. Condensation
during the collection process was prevented by heating the flasks with a heat
gun. After the flow-through period, the flasks were pressurized with exhaust
to about 3 psig (enough to insure a slight positive pressure at room tempera-
ture). When the flasks had cooled to room temperature, one stopcock on each
flask was opened to permit equilibration to atmospheric pressure and introduc-
tion of 10 ml of MBTH reagent solution. The reagent was added to the flasks
with a hypodermic syringe through a 4-in needle. From this point, the method
recommended by the Coordinating Research Council (2_) was followed.
) Emission Measurement
The modes of engine operation normally used by American Airlines for
acceptance testing were utilized by the Bureau of Mines for emission measure-
ments. Operating modes for Pratt and Whitney engines are idle, part power,
cruise, maximum continuous, and takeoff. With the exception of part power,
these modes represent power levels used for flight operations. The part-power
mode is used in conjunction with idle to trim the Pratt and Whitney engines
6R. W. Hum (Chairman), Bureau of Mines; J. H. Elwood, Pratt and Whitney
Aircraft Co.; R. C. Williamson, General Electric Co.; and Jack Vaught,
General Motors Corp.
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10
(adjust the throttle stops and linkage on the fuel control) so that throttle
misalinemeut can be minimized when the engines are installed in multiengine
aircraft. The modes used for testing Spey engines are idle, takeoff, and four
intermediate-speed check points. The Spey engines are trimmed at idle and
takeoff.
Although the sample lines from the probes to the instruments were approxi-
mately 35 ft long, the sample transport time was substantially less than
1 second. The toggle valve, just upstream from the particulate filter
(fig. 4), was used to dump excess sample that tended to overpressurize the
instruments at engine modes other than idle. This method of sample-volume
control, rather than in-line valving, was chosen in order to permit the sample
pump to deliver at the maximum rate. The pressure regulator, downstream from
the CQg analyzer, served to pressurize the sample sufficiently to feed the
instruments and aldehyde-sampling system.
CO, COs , NO, NQs, and HC were monitored for the duration of each test,
but emission levels were calculated from recorder deflections reached upon
stabilization at each mode. During this stable period, aldehyde grab samples
were taken.
All of the exhaust component values discussed except NO were obtained
from wet measurements. The sample stream for NO measurement was first dried
by a column (5/16-in ID by 18 in) of indicating calcium sulfate. The NO mea-
surement was taken, then converted to a wet basis by the following calculation:
C1 - iio) C1 - ilr) - °-25
in which Y. = percent water in the intake air,
= measured percent COg in the wet exhaust,
= measured ppm NOjg in the wet exhaust,
N0dry = measured ppm NO in the dry exhaust,
and 0.25 NOg = the fraction of NOfe converted to NO by the calcium
sulfate column (determined experimentally at the
BERC).
RESULTS AND DISCUSSION
Emission baseline data for the individual tests are attached to this
report as an appendix (tables A-l through A-4). All other emission data are
reported as averages for each type of engine tested. This method of reporting
the data was chosen because an insufficient number of tests precluded a ,
meaningful statistical presentation, either as a means of showing data varia-
bility for a particular type of engine or for comparison of emissions among
the different types. The figures and tables containing average values are,
therefore, not intended to define slight differences between data points, but
to present a broad picture of test results so that larger differences can be
readily distinguished.
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100
160
E
a.
a
120
o
o
cc
u. 80
o
at
u
o
o 40
600 700 600 900 1,000 1,100 1,200
TEMPERATURE,°F
100
• so
60
x
O
0
z
Ul
g 20
c
H
ISO
E
a
160
120
O
a
I-
b. 80
O
(0
u
o
g 40
JT8D-I
A Without retro 111
average of 2 engines
O With retrofit
average of S engines
1
I
JT8D-7
A Without retrofit
average of 2 engines
.O With retrofit
average of 2 engines
700 800 900 1,000 I.IOO 700
TEMPERATURE.T
800 900 1,000 1,100
FIGURE 5. - Oxides of Nitrogen and Nitrogen Dioxide as a Function of Exhaust Gas Temperature.
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12
Table 3 shows the average exhaust concentrations for each mode of the
various types of aircraft turbine engines tested. Shown also are the averages
of observed thrust, observed fuel flow, and fuel-air ratio (F/A). The values
for the exhaust components, thrust, and fuel flow were measured and the F/A
was calculated from the CO (ppm) , C03 (pet), and HC (ppm) exhaust levels using
the following approximation (3_) :
F/A . » . (2)
207 - 2
N02 was definitely detected as an exhaust gas component, as shown in
table 3. The trend of NQg emissions over the range of engine speeds was not
as predictable nor as clearly defined as the pattern for NO (or NOx) emissions.
Spey engines, in particular, exhibited an interesting NOg emission trend, with
maximum exhaust levels occurring at intermediate speeds. Too few JT3D engines
were tested to establish the N03 pattern, but the concentration of this pol-
lutant in JT8D exhaust definitely increased with engine speed.
One relationship which exhibits a similar trend for all three types of
engines is NOg expressed as a percentage of total NOX . Figure 5 shows this
relationship as a function of exhaust gas temperature (EGT). Also, the cor-
responding plots of NOx and EGT are shown. All values except those for the
single JT3D-1 are averages. At low EGT (idle), NOg accounts for 45 to 100 pet
of the NOx content of the exhaust, but at higher temperatures (cruise to
takeoff), "the NQs portion of NOX generally falls to 10 to 30 pet. Note also
in figure 5 that the NOx levels" from the retrofitted JT8D, JT3D-3B, and Spey
engines in the 950° F region are nearly the same, varying only about 10 pet.
Mass emissions represent the actual weights of pollutants emitted and
are independent of exhaust dilution. Consequently, they are more indicative
of pollution potential than are exhaust concentrations. Therefore, the
average exhaust concentrations from table 3 were converted to pounds of pol-
lutant per 1,000 Ib of fuel consumed. These values, given in table 4, were
obtained from the expression:
(3)
CO , rn, , HC
COs
in which Wx = mass emission rate of component X, lb/1,000 Ib fuel,
Ax = constant, function of molecular weight of
component X,
(X) = concentration of component X, ppm,
and CO, COg , and HC = exhaust concentrations.
The emission rates in pounds per hour were not calculated, but table 4 con-
tains the information necessary to obtain these values.
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13
TABLE 3. - Average of exhaust concentrations
Mode
Engine operating
Thrust,
Ib
Fuel,
Ib/hr
parameters
Fuel -air
ratio
Components in wet exhaust
CO,
ppm
coa,
pet
NO,
ppm
N02,
ppm
HC,
ppmC
Alde-
hydes ,
ppm
JT3D-1 ENGINE (1 ONLY)
Idle
Part power (trim)..
Maximum continuous.
Takeoff
930
8,400
8,750
11,610
14,360
900
4,500
4,690
6,390
8,170
0.0078
.0114
.0116
.0123
.0137
700.0
55.0
50.5
29.2
20.0
1.39
2.33
2.36
2.52
2.80
0.0
36.7
37.7
60.6
86.8
10.0
22.0
23.0
14.0
20.0
1,469.0
5.8
6.3
4.3
3.0
38.40
.92
.65
.32
.31
JE3D-3B ENGINES (3)
Idle
Part power (trim)..
Cruise
Maximum continuous.
Takeoff
870
10,955
10,875
13)280
15,900
925
5,950
5,895
7,300
9,185
0.0076
.0114
.0114
.0127
.0143
750.0
26.4
31.0
21.7
18.3
1.31
2.33
2.33
2.60
2.91
1.9
47.7
47.6
55.4
L101.2
8.0
16.5
13.5
14.5
X24.5
1,674.0
4.4
4.7
4.3
18.2
38.95
.48
.55
.40
.31
JT8D-1 ENGINES WITHOUT RETROFIT (3)
Idle
Part power (trim)..
Cruise
Maximum continuous.
Takeoff
950
9,240
10,650
11,690
12,545
1,030
5,410
6,260
6,905
7,555
0.0028
.0086
.0100
.0105
.0112
122.3
30.7
28.2
26.5
29.1
0.52
1.76
2.05
2.14
2.28
3.6
38.8
62.8
75.1
76.9
4.7
S25.7
15.0
16.0
337.8
49.7
2.8
3.1
2.6
2.7
4.33
.21
.26
.18
.11
JT8D-1 ENGINES WITH RETROFIT (5)
Idle
Part power ( trim) . .
Maximum continuous.
Takeoff
995
9,185
10,540
11,680
12,450
1,080
5,445
6,260
7,010
7,480
0.0041
.0100
.0109
.0116
.0122
130.4
19.8
16.8
16.2
16.5
0.83
2.06
2.23
2.37
2.49
3.9
66.6
82.2
115.0
132.5
3.6
6.3
9.0
10.1
11.0
JT8D-7 ENGINES WITHOUT RETROFIT (2)
Idle
Part power (trim)1.
Maximum continuous.
Takeoff
Idle
Part power ( trim) . .
Maximum continuous.
Takeoff
1,025
9,750
10,860
12,060
13,055
1,075
5,740
6,400
7,170
7,885
0.0026
.0099
.0106
.0116
.0126
119.0
29.0
26.7
25.1
25.1
0.52
2.02
2.17
2.37
2.58
2.3
47.2
57.1
70.0
84.6
JT8D-7 ENGINES WITH RETROFIT (2)
960
9,755
10,855
11,875
12,710
1,060
5,705
6,420
7,105
7,685
0.0031
.0101
.0114
.0124
.0132
86.1
16.3
16.7
16.4
16.4
0.63
2.08
2.34
2.53
2.70
3.9
69.7
89.9
109.3
126.3
6.0
24.0
23.3
29.5
34.5
46.9
2.0
2.5
2.0
1.8
4.37
.32
.31
.35
.39
58.4
1.7
6.2
4.0
2.7
4.25
.34
.41
.56
.61
4.0
10.8
11.8
12.8
13.8
38.1
2.6
6.2
5.4
4.3
-
JT8D-9 ENGINES WITH RETROFIT (6)
Idle
Part power (trim)..
Cruise
Maximum continuous.
Takeoff
Idle
Takeoff
Checkpoint 1.......
Checkpoint 4
980
10,485
10,830
11,895
13,570,
1,040
6,095
6,310
6,975
8,200
0.0038
.0115
.0117
.0126
.0140
115.5
21.4
20.3
19.2
17.8
511-14 SPEY ENGINES (4)
625
11,140
10,705
10,140
9,575
7,490
915
7,370
7,005
6,545
6,145
4,685
0.0067
.0147
.0141
.0135
.0130
.0114
632.0
35.2
35.5
36.7
37.7
44.8
0.80
2.36
2.38
2.58
2.85
6.5
90.2
89.7
109.6
142.7
5.1
12.4
12.4
13.2
14.6
68.5
2.5
4.5
4.6
5.1
1.16
3.01
2.88
2.75
2.65
2.32
1.8
155.6
142.1
130.0
121.0
80.0
5.9
16.5
19.6
24.8
26.6
30.3
742.8
4.0
3.3
3.0
3.0
2.8
4.72
.39
.56
.47
.48
34.18
.89
.62
.57
.52
.43
X0ne engine only.
level from one
(Average of the
level from one
(Average of the
engine was extremely high.
two other engines is 14.0 ppm.)
engine was extremely high.
two other engines is 22.8 ppm.)
-------
14
TABLE 4. - Average of mass exhaust emissions
Mode
Engine operating parameters
Thrust ,
Ib
Fuel, 1 Fuel-air
Ib/hr 1 ratio
Components ,
CO NOx
lb/1,000 Ib fuel
HC
Aldehydes
JT3D-1 ENGINE (1 ONLY)
Idle
Part power ( trim) ....
Maximum continuous...
930
8,400
8,750
11,610
14,360
900
4,500
4,690
6,390
8,170
0.0078
.0114
.0116
.0123
.0137
87.1
4.7
4.3
2.3
1.4
2.0
8.3
8.4
9.7
12.5
91.4
.25
.27
.17
.11
5.1
.08
.06
.03
.02
JT3D-3B ENGINES (3)
Idle
Part power ( trim) ....
Maximum continuous..*
Takeoff
870
10,955
10,875
13,280
15,900
925
5,950
5,895
7,300
9,185
0.0075
.0114
.0114
.0127
.0143
JT8D-1 ENGINES WITHOUT KE1
Idle
Part power ( trim) ....
Maximum continuous ...
Takeoff
950
9,240
10,650
11,690
12,545
1,030
5,410
6,260
6,905
7,555
0.0028
.0086
.0100
.0105
.0112
96.6
2.3
2.7
1.7
1.3
2.1
9.1
8.6
8.8
X14.2
107.9
.19
.20
.17
1.28
5.4
.04
.05
.03
.02
CROFIT (3)
45.5
3.5
2.7
2.5
2.5
JT8D-1 ENGINES WITH RETROFIT (5
Idle
Part power ( trim) ....
Maximum continuous . . .
Takeoff
995
9,185
10,540
11,680
12,450
1,080
5,445
6,260
7,010
7,480
0.0041
.0100
.0109
.0116
.0122
30.8
1.9
1.5
1.4
1.3
5.1
12.0
12.5
14.0
16.5
2.9
11.6
13.4
17.4
18.9
9.3
.16
.12
.12
.12
5.5
.10
.11
.08
.07
1.7
.03
.02
.02
.01
1.1
.03
.03
.03
.03
JT8D-7 ENGINES WITHOUT RETROFIT (2)
Idle
Part power (trim)1...
Maximum continuous ...
Takeoff
1,025
9,750
10,860
12,060
13,055
1,075
5,740
6,400
7,170
7,885
0.0026
.0099
.0106
.0116
.0126
44.2
2.9
2.5
2.1
1.9
5.1
11.6
12.2
13.8
15.2
10.9
.08
.29
.17
.10
1.7
.04
.04
.05
.05
JT8D-7 ENGINES WITH RETROFIT (2)
Idle
Part power (trim)....
Cruise
Maximum continuous. . .
Takeoff
960
9,755
10,855
11,875
12,710
1,060
5,705
6,420
7,105
7,685
0.0031
.0101
.0114
.0124
.0132
26.8
1.6
1.4
1.3
1.2
JT8D-9 ENGINES WITH RETROFIT (6
Idle
Part power (trim)....
Maximum continuous . . .
Takeoff
980
10,485
10,830
11,895
13,570
1,040
6,095
6,310
6,975
8,200
0.0038
.0115
.0117
.0126
.0140
28.2
1.8
1.7
1.5
1.2
4.0
12.7
14.3
15.9
17.1
4.7
14.3
14.1
15;6
18.1
5.9
.12
.26
.21
.16
8.4
.11
.19
.18
.18
-
1.2
.04
.05
.04
.04
511-14 SPEY ENGINES (4)
Idle
Takeoff
Checkpoint 1. ........
Checkpoint 2
Checkpoint 3
Checkpoint 4
625
11,140
10,705
10,140
9,575
7,490
915
7,370
7,005
6,545
6,145
4,685
0.0067
.0147
.0141
.0135
.0130
.0114
97.5
2.3
2.4
2.7
2.8
3.9
2.0
18.8
18.1
18.5
18.3
15.6
57.3
.1'3
.11
.11 /I
.11
.12
5.6
.06
f .05
i .04
.04
.04
iQne engine only.
-------
15
Idle
Spey
JT3D
JT80
without
retrofit
JT8D
with
retrofit
1
1
1
1
I
I
.. J
1 1 1 1 1
Spey
JT3D
JT8D
without
retrofit
JT80
with
retrofit
Takeoff
D
20 40 60 80
CARBON MONOXIDE, Ib/ 1 ,000- Ib fuel
100
I
5 10 15 20 25
OXIDES OF NITROGEN, Ib/1,000-Ib fuel
Spey
JT30
JT8D 1
without
retrofit
JT8D
with
retrofit
=3
i i i i i
Spey
JT3D
JT8D
without
retrofit
JT8D
with
retrofit
20 40 60 80
HYDROCARBON, Ib/I ,OOO-lb fuel
100
I
1234
ALDEHYDES, Ib/ 1,000-lb fuel
FIGURE 6. - Exhaust Emissions Averaged for Each Engine Type at Idle and Takeoff.
With engine speed increasing from idle to takeoff, the overall mass emis-
sion trends were (1) increasing NOX and (2) decreasing CO, HC, and aldehyde
emissions. Therefore, emission rates at idle and takeoff very nearly repre-
sent the emission limits for normally operating hot engines (excluding cold
starts and malfunctions), A bar graph, figure 6, affords a convenient com-
parison of pollutant mass emitted by the various engine types. The values
given are averages of all engines of each type tested.
When testing internal-bypass turbofan engines, an undetermined volume of
air may be taken into the sample probe along with the exhaust gases. Low con-
centrations of exhaust components resulting from this mixing can be misleading.
As stated previously, mass emissions calculated from exhaust levels by
equation 3 are independent of dilution, but a certain amount of information
can be gained from exhaust concentrations alone. Both JT8D and Spey engines
are internal-bypass turbofans, and, to determine the extent of air-exhaust
mixing, fuel-air ratios were plotted versus pounds of observed engine thrust
(fig. 7). The F/A values for the B curves were taken from table 3, and the
F/A values for the A curves were obtained from fuel flow and primary airflow.
Airflows were obtained from standard average airflow curves provided by
-------
16
0 018
016
014
.012
.010
.008
.006
.004
.002 —
o-Calculated from primary airflow and observed fuel flow
£-Calculated from exhaust analysis
- (F/A)A/(F/A)B = exhaust dilution ratio
(F/A)A = (F/A)B+ 0.00509-
thrust ( I.I68XIO"7)
Ambient temperature: S4°F
Ambient pressure: 14.38 psia
I
I
JTSD-7
(F/A)A- (F/A)B 40.0059 -
thrust(2.46xlO"7)
Ambient temperature: 74°F
Ambient pressure: 14.39 psia
< .018
_i
UJ
3
U_
.016
.014
.012
.OIO
.008
.006
.004
.002
thrust 12.547X I0~7)
Ambient temperature: 82°F
Ambient pressure: 14.36 psia
10 12 14 0 2 4
OBSERVED THRUST, thousand pounds
511-14 Spey
Ambient temperature: 75°F
Ambient pressure: I4.40p«io
10
12
14
FIGURE 7. - Fuel-Air Ratio as a Function of Thrust.
American Airlines. If no air-exhaust mixing had occurred, curves A and B for
each engine type would have been nearly superimposed. It is apparent from
-------
17
figure 7 that (1) mixing occurred over the entire thrust range and (2) the
exhaust dilution ratio was inversely proportional to the thrust. Equations
for correcting curve B to curve A were derived from the simultaneous solution
of their point-slope formulas. These formulas show that the rate change of
F/A indicated by exhaust concentrations is nearly the same for JT8D-7 and
JT8D-9 engines, but considerably different for JT8D-1 engines. The exhaust
dilution ratios, given by (F/A)A divided by (F/A)B, can be used to show the
extent of ai'r-exhaust mixing at a particular thrust value and to estimate
actual exhaust component levels for JT8D and Spey engines from those given in
table 3 and appendix A.
A similar F/A analysis was applied to the JT3D engines. The results were
as follows:
Percent deviation
Mode A B [(B - A)'1003/A
Part power 0.0108 0.0114 +5.8
Cruise 0108 .0115 +6.2
Maximum continuous... .0119 .0126 +5.5
Takeoff.. 0134 .0141 +5.5
Column A contains the F/A values obtained from fuel flow and primary airflow,
and column B, the F/A values taken from table 3. Because JT3D engines are
external-bypass turbofans, A and B values should be identical. The slight
difference between the two sets of values may be due to testing an insuffi-
cient number of engines or deviation of the actual airflow from standard
values.
SUMMARY
Exhaust emissions were measured from 25 aircraft turbine engines repre-
sentative of the American Airlines fleet using Jet A fuel. The measurements
were made at the American Airlines overhaul facility as routine acceptance
tests were performed. The engine operating modes were those in routine use by
American Airlines.
Analytical instrumentation was in accordance with SAE recommendations
contained in ARP 1256. Levels of CO, COg, NO, NOg , and HC were determined by
following the SAE analytical procedure as closely as field conditions allowed.
Grab samples were taken for aldehyde analysis by the MBTH method.
CO and aldehyde emissions were highest for the Spey engines and lowest
for the.JTSD engines. HC emission was highest for the JT3D engines and lowest
for the JT8D engines. NO^ emission, slightly lower for the JT3D engines,
showed the least amount of variation.
JT8D engines retrofitted with smoke-redueing burner cans exhibited lower
CO, HC, and aldehyde emissions but slightly higher N02 emissions.
-------
18
N02 constituted 45 to 100 pet of total NOX at low engine speeds and
10 to 30 pet at speeds approaching takeoff.
Fuel-air ratio was calculated from fuel flow and primary airflow and from
exhaust component concentrations for the JT8D and Spey engines. A comparison
of these two methods of calculation showed high secondary air-exhaust dilution
at idle but less dilution at higher thrust. This mixing of secondary air and
exhaust at the sample probe results in lower recorded component concentrations
but does not affect computation of mass emission rates.
Probe failure was probably the most serious problem encountered. The
initial probe design was inadequate for any o'f the engine types tested, and
the final probe design could not withstand the exhaust temperatures and pres-
sures generated by JT3D and Spey engines. Less severe problems encduntered
included temperature control of sample line and failures of probe support
stands.
ACKNOWLEDGMENTS
The authors gratefully acknowledge the assistance and cooperation of the
following people: R. P. Vrana, electronics technician, Bureau of Mines,
Bartlesville, Okla.; and at American Airlines, Tulsa, Okla.—P. D. Wilson,
engineer, B. B. Cooper, senior engineer, M. (Joe) Sherkat, project engineer,
J. W. Hendrickson, senior engineer, and engine test cell personnel.
-------
19
REFERENCES
1. Chase, J. 0., and R. W. Hurn. Measuring Gaseous Emissions From an
Aircraft Turbine Engine. SAE 1970 Trans., v. 79, 1971
(SAE Paper 700249), pp. 839-845.
2. Coordinating Research Council, Inc. Oxygenates in Automotive Exhaust Gas:
Part I. Techniques for Determining Aldehydes by the MBTH Method.
Rept. 415, June 1968, 21 pp.
3. Society of Automotive Engineers. Procedure for the Continuous Sampling
and Measurement of Gaseous Emissions From Aircraft Turbine Engines.
ARP 1256, Oct. 1, 1971, 16 pp.
4. U.S. Congress. Clean Air Act, Part B--Aircraft Emissions Standards.
Public Law 88-206, 77 Stat. 392, 1965. As last amended by the Clean Air
Amendments of 1970, Public Law 91-604, 1970.
-------
20
APPENDIX.—INDIVIDUAL TEST DATA
TABLE A-l. - One JT3D-1, three JT3D-3B, and three JT8D-1 engines
JT3D-1
642590
7-21-71
JT3D-3B
1 667944
7-29-71
645643
7-29-71
TEST PARAMETERS
Hours since:
First-stage nozzle-guide vane overhaul
Inlet air temperature, " F:
Start of test
End of test
Atmospheric pressure, psia:
Start of test....
End of test
Relative humidity, pet
Inlet air humidity, ratio,
Ib-water/lb-air
21,605
0
0
0
0
0
0
0
85
1A.38
14.38
27
0.008
9,380
2,931
9,380
9,380
2,931
9,380
9,380
74
14.38
78
0.014
11,176
161
11,176
5,192
5,192
11,176
11,176
67
68
14.41
14.41
78
0.012
645361
8-4-71
12,283
1,968
1,968
1,968
1,968
1,968
1,968
1,968
85
90
14.38
14.38
42
0.013
JT8D-1
653301
7-12-71
11,982
3,181
0
3,181
3,181
3,181
0
0
95
96
14.35
14.35
42
0.015
649131
7-19-71
14,443
3,948
5,712
5,712
3,948
3,948
3,948
3,948
78
78
14.41
14.41
51
0.010
ENGINE OPERATING PARAMETERS
Clock time:
Idle
Cruise
Takeoff
Thrust (observed), lb:
Idle
Part power ( trim)
Takeoff
Engine speed, Nt -.
Idle
Part power ( trim) ,
Cruise
Takeoff
Engine speed, Nj :
Idle
Part power ( trim)
Takeoff
Measured fuel flow, Ib/hr:
Idle
Part power (trim)
Maximum continuous.
Takeoff ,\
Fuel -air ratio •?
Idle
Part power ( trim)
Cruise
Maximum continuous
Takeoff
Exhaust gas temperature, ° F:
Idle
Part power ( trim)
Cruise
Takeoff
See footnotes at end of table.
1:35
1:30
1:45
1:50
2:00
930
8,400
8,750
11,610
14,360
1,950
5,218
5,270
5,876
6,370
5,592
8,947
8,980
9,410
9,750
900
4,500
4,690
6,390
8,170
0.0078
.0114
.0116
.0123
.0137
570
740
750
825
900
1:15
600
1,720
5,140
1,000
0.0067
587
10:30
10:20
10:45
10:50
10:55
950
11,310
10,900
13,410
16,000
1,960
5,760
5,700
6,150
6,670
5,650
9,280
9,250
9,560
9,920
960
6,048
5,770
7,210
9,100
0.0075
.0113
.0113
.0125
.0139
550
790
775
845
940
6:35
6:30
6:05
6:10
6:45
790
10,600
10,850
13,150
15,800
1,840
5,710
5,760
6,190
6,700
5,460
9,320
9,360
9,660
9,970
890
5,850
6,020
7,390
9,270
0.0076
.0115
.0115
.0130
.0147
825
845
855
920
1,030
4:00
4:05
4:15
4:20
4:25
870
8,760
10,340
11,330
12,150
2,834
7,200
7,596
7,805
8,005
7,052
11,029
11,310
11,510
11,654
1,065
5,290
6,260
6,860
7,440
0.0025
.0086
.0101
.0104
.0109
700
870
935
970
1,000
2:40
2:35
2:20
2:25
2:30
1,030
9,410
10,960
12,050
12,790
2,120
7,205
7,539
7,786
7,970
7,198
11,040
11,248
11,449
11,580
980
5,310
6,260
6,950
7,410
0.0036
.0083
.0099
.0106
.0111
700
F5
840
975
1,005
653435
8-3-71
11,614
7,277
11,614
11,614
7,277
2,768
2,768
11,614
75
76
14.36
14.36
76
0.014
10:35
10:30
10:45
950
9,550
12,700
2,900
7,300
8,060
7,180
11,030
11,530
1,030
5,630
7,810
0.0023
.0088
.0116
695
870
1,000
-------
21
TABLE A-l. One JT3D-1, three JT3D-3B, and three JT8D-1 engines--Continued
Engine serial No
Test date
JT3D-1
642590
7-21-71
1 667944
7-29-71
JT3D-3B
645643
7-29-71
645361
8-4-71
653301
7-12-71
JT8D-1
649131
7-19-71
653435
8-3-71
ENGINE OPERATING PARAMETERS—Continued
Inlet air pressure, psia:
Idle
Maximum ^ontinuoMS .......,,,,,.,,..,.,
Takeoff
Exhaust gas pressure, psia:
Idle
Part power ( trim)
Cruise
Takeoff
Engine pressure ratio:
Idle
Part power (trim)
Cruise
Takeoff
14.36
13.98
13.97
13.83
13.72
14.92
18.44
18.68
20.88
23.25
1.04
1.32
1.34
1.50
1.70
14.63
-
14 37
13 90
13.92
13.91
13 71
14.66
20.79
20.49
22.60
25.60
1.02
1.50
1.47
1.62
1.87
14 34
13 88
13.77
13 77
13 71
14.63
20.07
20 26
22 27
25 07
1.02
1.45
1.47
1.62
1.83
14 33
14 20
14.18
14 17
14 16
14.90
22.55
24 35
25 65
26 55
1.04
1.58
1.72
1.81
1.87
14 33
14 18
14.14
14 13
14 14
14.99
23.17
25 10
26 35
27 35
1.04
1.63
1.78
1.86
1.93
14 34
14 21
14 14
15.95
23.19
27 28
1.11
1.63
1.93
EXHAUST ANALYSIS3
Carbon monoxide, ppm:
Idle
Cruise
Maximum continuous
Takeoff
Carbon dioxide, ppro:
Idle
Part power ( t r im)
Nitric oxide, ppm:
Idle
Takeoff
Nitrogen dioxide, ppm:
Hydrocarbon , ppraC :
Aldehydes, ppm: .
Takeoff
700.0
55.0
50.5
29.2
20.0
1.39
2.33
2.36
2.52
2.80
0.0
36.7
37.7
60.6
86.8
10.0
22.0
23.0
14.0
20.0
1,469.0
5.8
6.3
4.3
3.0
38.40
.92
.65
.32
.31
1,090.0
0.98
_
1.9
4.0
2,959.0
56.7
-
735.0
21.5
33.3
22.0
16.5
1.32
2.31
2.31
2.55
2.83
1.4
50.2
48.3
68.5
6.0
10.0
10.0
11.0
1,469.0
2.8
3.0
2.2
37.20
.56
.47
.28
.15
765.0
31.2
28.7
21.3
20.0
1.29
2.35
2.35
2.65
2.99
2.3
45.1
46.8
42.2
101.2
10.0
23.0
17.0
18.0
24.5
1,878.0
6.0
6.3
6.3
8.2
40.7
.39
.62
.51
.46
109.0
25.5
27.2
26.2
27.2
0.49
1.77
2.07
2.12
2.22
4.9
43.5
66.7
77.4
87.6
3.0
10.0
15.0
17.0
21.5
47.5
3.5
3.0
2.6
3.0
3.38
.25
.26
.12
.07
153.0
32.2
29.2
26.8
27.2
0.60
1.70
2.02
2.16
2.26
3.9
42.9
58.9
72.7
81.9
6.0
18.0
15.0
15.0
24.0
64.8
2.2
3.2
2.6
2.2
5.28
.17
.25
.24
.14
105.0
34.2
_
33.0
0.46
1.80
2.37
2.1
30.0
_
61.2
5.0
*49.0
_
468.0
36.7
2.6
2.8
-
lUntrimmed idle only.
Calculated from exhaust gas analysis.
3Measured on wet basis excepting nitric
4 Exceptionally high values.
oxide, which was measured dry and converted to wet basis.
-------
22
TABLE A-2. Five JT8D-1 engines with retrofit and two JT8D-7 engines
JT8D-1 with retrofit
654458
7-14-71
649416
7-16-71
TEST PARAMETERS
Hours since:
NI compressor overhaul
First-stage nozzle-guide vane overhaul....
Inlet atr temperature, ° F:
Atmospheric pressure, psia:
Inlet air humidity, ratio, Ib-water/lb-air. .
ENGI
Clock time:
Idle
Cruise.
Takeoff
Thrust (observed), Ib:
Idle
Part power ( trim)
Cruise
Takeoff
Engine speed, Nj :
Idle
Part power ( trim)
Cruise.
Takeoff
Engine speed, Nj :
Idle
Part power ( trim)
Cruise
Takeoff
Measured fuel flow, Ib/hr:
Idle
Cruise..
Takeoff
Fuel -air ratio:1
Idle
Cruise .......
Takeoff
Exhaust gas temperature, ° F:
Idle
Mavtimim enntlpnnii«, . , , ^ x 4i . ^
Takeoff
See footnotes at end of table.
8,340
0
2,030
0
0
0
3,099
0
98
99
14.35
14.35
30
0.013
MB OPERAT
1:00
1:05
1:15
1:20
1:25
970
8,580
10,110
11,130
12,020
2,948
7,177
7,534
7,773
7,984
7,275
11,055
11,340
11,548
11,687
1,133
5,190
6,150
6,770
7,410
0.0035
.0097
.0097
.0101
.0107
735
900
960
990
1 ,020
12,536
0
2,160
0
0
0
0
0
79
78
14.35
14.35
65
0.011
648920
7-20-71
648822
7-21-71
653304
7-28-71
15,449
0
0
0
0
0
0
0
78
79
14.45
14.45
34
0.008
ING PARAMETERS
1:00
12:55
1:25
990
9,400
10,800
2,910
7,215
7,510
7,200
10,980
11,200
1,063
5,540
6,450
0.0058
.0109
.0118
715
900
945
11:50
12:05
11:30
11:35
11:45
1,040
9,610
10,900
11,980
12,760
2,980
7,280
7,600
7,850
8,035
7,310
11,000
11,200
11,410
11,560
1,068
5,590
6,410
7,090
7,630
0.0034
.0099
.0111
.0119
.0127
670
875
920
955
990
14,661
0
0
0
0
0
0
0
89
90
14.35
14.35
27
0.009
3:20
3:45
3:50
3:55
970
10,080
11,640
12,450
7,225
11,165
11,410
11,535
1,060
5,930
7,050
7,270
0.0046
.0110
.0122
.0126
730
940
995
1,050
13,257
0
6,390
6,390
0
0
0
0
81
14.38
14.38
61
0.009
JT8D-7
654462
7-28-71
9,898
4,917
9,898
9,898
4,917
3,718
4,917
9,898
73
73
14.32
14.32
79
0.014
654992
7-29-71
5,804
2,161
5,804
5,804
2,161
2,161
5,804
5,804
67
68
14.39
14.39
78
0.011
4:15
4:10
4:20
4:25
4:30
990
9,150
10,800
11,960
12,570
2,120
7,190
7,580
7,860
8,010
7,170
10,880
11,200
11,400
11,520
1,075
5,460
6,360
7,120
7,610
0.0032
.0097
.0111
.0120
.0127
655
875
940
970
995
10:10
9:55
10:15
10:20
10:30
1,000
9,750
10,940
12,060
12,960
2,900
7,275
7,530
7,780
7,990
7,150
11,060
11,250
11,480
11,620
1,110
5,740
6,520
7,230
7,860
0.0027
.0099
.0113
.0124
.0133
710
910
960
1 1,000
i T5
8:45
8:20
8:25
8:35
1,050
10,780
12,060
13,150
2,950
7,490
7,800
8,070
7,240
11,130
11,360
11,540
1,040
6,280
7,110
7,910
0.0026
.0099
.0107
.0119
620
865
910
950
-------
23
TABLE A-2. - give JT8D-1 engines with retrofit and two JT8D-7 engines—Continued
ENGINE OPE
Inlet air pressure, psia:
Idle
Takeoff
Exhaust gas pressure, psia:
Idle
Part power ( trim)
Takeo f f
Engine pressure ratio :
Idle
Maximum cont inuous
Takeoff
JT8D-1 with retrofit
654458
7-14-71
649416
7-16-71
648920
7-20-71
648822
7-21-71
RATING PARAMETERS —Continued
14.33
14.20
14.19
14.18
14.17
15.6
30.7
34.4
37.1
39.2
1.01
2.12
2.36
2.54
2.69
14.33
14.15
14.15
14.75
23.10
24.65
1.03
1.63
1.74
14.43
14.36
14.38
14.37
14.36
15.05
23.43
25.05
26.35
27.35
1.0
1.63
1.74
1.83
1.90
14.33
14.19
14.13
14.12
14.99
23.95
25.88
26.85
1.04
1.69
1.83
1.90
653304
7-28-71
14.36
14.20
14.17
14.16
14.15
14.97
22.71
24.24
26.36
27.20
1.04
1.60
1.64
1.85
1.92
JT8D-7
654462
7-28-71
654992
7-29-71
14.30
14.15
14.14
14.10
14.07
14.81
23.49
24.92
26.27
27.37
1.04
1.67
1.76
1.86
1.94
14.37
14.33
14.17
14.16
14.98
25.01
26.54
27.93
1.04
1.75
1.87
1.97
EXHAUST ANALYSIS3
Carbon monoxide, ppm:
Idle
Part power ( trim)
Takeoff
Carbon dioxide, ppm:
Idle
Nitric oxide, ppm:
Nitrogen dioxide, ppm:
Hydrocarbon, ppmC:
Aldehydes , ppm:
Takeoff
87.0
19.5
18.2
18.2
19.5
0.71
1.98
1.98
2.07
2.19
4.1
56.5
90.0
108.0
130.0
3.0
8.5
9.0
10.0
11.0
24.2
2.2
1.7
1.6
1.3
2.71
.26
.23
.27
.36
169.0
19.5
19.5
„
1.17
2.23
2.41
5.5
69.8
43.7
7.0
9.0
8.5
64.8
1.9
3.0
_
6.36
.36
.29
-
101.0
20.5
16.5
17.5
17.5
0.69
2.03
2.26
2.44
2.59
5.1
79.1
101.8
124.1
144.9
0.8
1.8
8.5
9.0
10.0
47.5
1.7
4.3
1.7
1.3
4.15
.32
.35
.45
.41
188.0
14.0
13.5
14.0
0.93
2.24
2.49
2.57
2.2
_
90.5
122.6
136.7
5.0
10.5
12.0
13.0
46.4
1.7
2.6
2.8
4.53
-
107.0
19.5
16.0
15.5
15.0
0.65
1.98
2.26
2.46
2.59
2.4
60.8
85.0
105.4
118.5
2.0
6.0
8.5
9.5
10.0
51.8
2.2
1.9
1.9
1.9
4.10
.33
.35
.32
.41
131.0
29.0
33.2
34.2
36.2
0.53
2.02
2.31
2.54
2.72
3.9
47.2
56.2
67.1
78.5
7.0
24.0
40.0
51.0
60.0
67.0
1.7
1.5
1.5
1.5
4.25
.34
.41
.56
.61
107.0
20.2
16.0
14.0
0.51
.
2.02
2.19
2.44
0.7
-
58.0
72.9
90.6
5.0
6.5
8.0
9.0
49.7
-
10.8
6.5
3.9
-
—
^Calculated from exhaust gas analysis
aMeasured on wet basis excepting nitric
oxide, which was measured dry and converted to wet basis.
-------
24
TABLE A-3. - Two JT8D-7 and six JT8D-9 engines with retrofit
Engine serial No
Test date
JT8D-7 with retrofit
654133
7-30-71
654374
8-2-71
JT8D-9 with retrofit
665397
6-23-71
665281
6-25-71
665314
7-22-71
665166
7-26-71
665401
7-27-71
665359
7-28-71
TEST PARAMETERS
Total til"" on engine, hr
Hours since :
Combust or can replacement
First-stage nozzle-guide
N, turbine overhaul
Inlet air temperature, ° F:
Start of test
End of test
Atmospheric pressure, psia:
End of test
Relative humidity , pet
Inlet air humidity, ratio,
Ib-water/lb-air
9,583
0
0
0
0
0
7,003
0
74
75
14.48
14.48
54
0.010
10,486
0
0
0
0
0
0
0
80
14.38
53
0.012
5,469
0
5,469
0
0
0
0
0
85
86
14.35
14.33
52
0.013
6,589
0
6,589
0
0
6,589
6,589
0
90
91
14.35
14.35
42
0.013
6,766
0
0
0
0
0
6,766
83
82
14.30
14.30
65
0.017
7,361
1,986
2,853
3,894
1,986
1,986
5,001
5,372
72
72
14.40
14.40
76
0.013
ENGINE OPERATING PARAMETERS
Clock time:
Idle
Part power (trim)
Cruise
Takeoff
Thrust (observed), Ib:
Idle
Part power ( trim)
Cruise
Maximum continuous
Takeoff
Engine speed, NT :
Idle
Part power ( trim)
Cruise
Maximum continuous
Takeoff
Engine speed, Nj ;
Idle
Maximum continuous
Takeoff
Measured fuel flow, Ib/hr:
Idle
Part power ( trim)
Takeoff
Fuel-air ratio r1
Idle.
Part power ( trim)
Takeoff
Exhaust gas temperature, ° F:
Idle
Part power ( trim)
Cruise
Maximum continuous
Takeoff
See footnotes at end of table.
12:05
12:00
12:10
12:15
12:20
1,000
9,910
10,860
12,000
13,300
2,890
7,380
7,570
7,840
8,150
7,140
11,110
11,270
11,500
11,730
1,045
5,740
6,380
7,120
8,060
0.0026
.0094
.0105
.0115
.0127
685
890
930
970
1,075
1:55
1:50
2:05
2:15
2:20
920
9,600
10,850
11,750
12,120
2,890
7,300
7,560
7,800
7,880
7,115
10,830
11,025
11,230
11,275
1,070
5,670
6,460
7,090
7,310
0.0036
.0109
.0123
.0133
.0137
695
895
945
970
980
11:35
11:50
12:15
12:25
12:35
880
10,230
10,800
11,840
13,610
2,770
7,360
7,490
7,720
8,180
7,060
11,040
11,160
11,310
11,620
1,000
5,820
6,200
6,880
8,190
0.0051
.0118
.0131
.0144
765
950
965
1,000
1,060
11:30
11:50
11:45
11:40
11:35
920
10,070
10,600
11,640
13,360
2,890
7,377
7,487
7,723
8,120
7,210
11,131
11,217
11,384
11,590
1,110
5,990
6,340
7,040
8,300
0.0028
.0120
.0121
.0138
.0151
925
935
975
1,040
2:50
2:40
2:55
3:00
3:05
1,070
10,550
10,870
11,890
13,440
2,990
7,430
7,500
7,748
8,150
7,350
11,030
11,050
11,255
11,520
1,090
6,220
6,440
7,130
8,290
0.0031
.0115
.0113
.0120
.0133
715
935
950
975
1,030
1:40
1:35
1:50
1:55
2:00
1,020
10,400
10,900
12,000
13,700
2,900
7,360
7,430
7,670
8,110
7,060 '
11,000
10,900
11,130
11,410
1,040
6,100
6,330
6,960
8,210
0.0041
.0118
.0119
.0128
.0144
725
935
935
960
1,020
0
0
0
0
0
0
6,681
7,641
79
81
14.38
14.38
67
0.015
6,077
0
6,077
0
0
0
6,077
0
81
14.38
14.38
76
0.018
12:10
12:00
12:20
12:30
12:35
990
10,900
10,900
12,000
13,720
2,890
7,440
7,500
7,730
8,150
7,180
11,145
11,160
11,350
11,620
970
6,210
6,220
6,880
8,110
0.0038
.0114
.0117
.0126
.0141
690
93,0
' 935
/ 9^0
1,035
6:20
6:10
6:25
6:30
6:35
1,000
10,750
10,900
12,000
13,580
2,900
7,450
7,480
7,730
8,130
7,200
11,040
11,040
11,260
11,510
1,020
6,220
6,340
6,970
8,110
0.0042
.0110
.0111
.0114
.0126
700
950
955
990
1,100
-------
25
TABLE A-3. - Two JT8D-7 and six JT8D-9 engines with retrofit—Continued
Test date
JT8D-7 with retrofit
654133
7-30-71
654374
8-2-71
JT8D-9 with retrofit
665397
6-23-71
665281
6-25-71
665314
7-22-71
665166
7-26-71
665401
7-27-71
665359
7-28-71
ENGINE OPERATING PARAMETERS—Continued
Inlet air pressure, psia:
Idle
Maximum continuous
Takeoff
Exhaust gas pressure, psia:
Idle
Part power (trim)
Cruise
Takeoff
Engine pressure ratio:
Idle
Takeoff
Carbon monoxide, ppm:
Idle
Carbon dioxide, ppm:
Idle
Takeoff
Nitric oxide, ppm:
Idle
Takeoff
Nitrogen dioxide, ppm:
Takeoff
Hy d roca rbon , ppmC :
Takeoff
Aldehydes , ppm:
Takeoff
14.46
14.32
14.31
14.29
14.29
15.12
23.85
25.02
26.43
27.97
1.05
1.66
1.75
1.85
1.96
76.2
13.0
13.8
13.8
13.8
0.53
1.93
2.15
2.34
2.59
3.6
75.2
93.4
114.6
142.9
3.0
6.5
5.5
6.0
8.0
34.6
2.6
9.9
8.6
6.9
1
_
-
14.37
14.23
14.21
14.20
14.20
14.97
23.44
24.78
26.16
26.53
1.04
1.65
1.74
1.84
1.87
EXHAUST
96.0
19.5
19.5
19.0
19.0
0.73
2.22
2.52
2.72
2.80
4.1
64.1
86.4
103.9
109.6
5.0
15.0
18.0
19.5
19.5
41.5
2.6
2.4
2.2
1.7
_
-
15 30
24.50
24.70
25.90
28.30
1.02
2.0r
2.14
2.28
2.55
ANALYSIS
137.0
18.0
18.0
16.0
1.02
2.41
2.67
2.93
17.4
97.6
121.0
170.0
6.0
6.0
8.0
12.0
108.0
_
13.0
14.7
17.3
4.39
_
-
14.38
14.20
14.20
14.20
14.20
15.20
23.30
25.90
26.30
28.30
1.05
1.63
1.80
1.84
1.98
66.0
28.0
27.0
24.0
20.0
0.56
2.45
2.48
2.82
3.07
5.5
112.0
118.0
138.0
167.0
1.5
9.0
9.0
8.5
7.5
.
2.76
.87
1.59
1.22
.90
14.28
14.14
14.13
14.08
14.08
14.88
24.40
24.80
26.20
28.50
1.04
1.73
1.75
1.86
2.02
120.0
18.0
17.0
16.5
16.0
0.80
2.36
2.31
2.46
2.72
3.4
89.7
106.0
117.2
157.2
5.0
12.5
14.0
14.0
16.0
58.3
2.2
1.7
1.7
1.3
4.98
.23
.23
.24
.39
14.38
14.21
14.21
14.19
14.17
14 99
24.40
25.04
26.35
28.70
1.04
1.72
1.76
1.85
2.03
158.0
23.0
22.5
20.5
19.5
0.82
2.42
2.44
2.62
2.93
7.3
82.1
43.3
69.3
70.0
7.5
16.0
19.0
19.0
21.0
90.7
3.9
2.4
2.2
2.2
7.14
.25
.23
.24
.36
14.36
14.19
14.19
14.18
14.16
15 02
24.78
24.94
26 17
28.53
1.05
1.75
1.76
1.85
2.02
107.0
19.2
19.6
19.4
19.2
0.77
2.33
2.39
2.57
2.88
1.9
83.0
85.6
103.4
149.3
6.0
17.0
18.0
20.0
21.0
51.8
1.5
2.6
2.2
2.2
4.34
.19
.17
.19
.27
14.36
14.19
14.16
14.14
14.11
14 87
24.68
24.90
26.43
28.38
1.03
1.74
1.76
1.87
2.00
105.0
19.0
17.5
16.5
16.0
0.85
2.24
2.26
2.34
2.57
3.3
84.2
87.8
108.6
142.4
4.5
7.5
8.5
9.5
10.0
33.7
2.4
2.6
2.4
2.4
-
iCalculated from exhaust gas analysis.
3Measured on wet basis excepting nitric oxide,
which was measured dry and converted to wet basis.
-------
26
TABLE A-4. - Four 511-14 Spey engines
Test date
7071
7-30-71
7072
8-3-71
7072
7-27-71
8091
8-2-71
7065
8-6-71
7065
8-3-71
TEST PARAMETERS
Hours since:
Combust or can replacement..
First -stage nozzle-guide
Inlet air temperature, ° F:
End of test. ...............
Atmospheric pressure, psia:
Start of test
Inlet air humidity, ratio,
7,237
0
1,635
1,635
0
1,635
1,635
72
74
14.45
14.45
54
0.007
7,500
0
7,500
7,500
0
7,500
7,500
73
73
14.36
14.36
71
0.013
7,500
0
7,500
7,500
0
7,500
7,500
79
79
14.32
14.32
67
0.014
2,635
0
2,130
2,130
0
0
0
79
79
14.38
14.38
53
0.011
7 ,861
658
7,861
7,861
658
658
1,895
1,895
72
72
14.42
14.42
84
0.015
7,861
658
7,861
7,861
658
658
7,861
7,861
79
79
14.38
14.38
60
0.013
ENGINE OPERATING PARAMETERS
Clock time:
Idle
Takeoff
Checkpoint No. 2......
Checkpoint No. 4....
Thrust (observed), lb:
Idle
Takeoff
Checkpoint No. 2
Checkpoint No. 3
Engine speed, Nx :
Idle
Takeoff '.
Checkpoint No. 1 . .
Checkpoint No. 2......
Checkpoint No. 3
Engine speed, NS :
Idle
Takeoff
Checkpoint No. 2
Checkpoint No. 3.
1:25
1:00
1:05
1:10
1:15
1:20
600
11,360
10,820
10,350
9,830
7,500
2,710
8,460
8,280
8,150
8,020
7,340
7,730
12,350
12,200
12,090
11,980
11,614
10:25
10:00
10:05
10:10
10:15
10:20
610
11,000
10,500
9,980
9,300
7,480
2,670
8,420
8,260
8,110
7,940
7,390
7,512
12,360
12,210
12,070
11,900
11,630
10:20
—
_
_
_
520
_
_
_
_
2,680
—
7,300
—
_
_
3:05
2:35
2:45
2:50
2:55
3:00
630
10,920
10,500
9,950
9,430
7,470
2,720
8,480
8,330
8,170
8,010
7,400
7,710
12 ,400
12,290
12,150
12,010
11,660
9:50
9:25
9:30
9:35
9:40
9:45
650
11,340
10,900
10,300
9,800
7,500
2,700
8,500
8,380
8,190
8,050
7,375
7,620
12,420
12,320 !
12,150 1
12,000
11,550
2:25
1:55
2:00
2:10
2:15
2:20
630
11,090
10,800
10,120
9,510
7,500
2,700
8,500
8,390
8,200
8,030
7,420
7,580
12,400
12,360
12,200
12,040
11,630
-------
27
TABLE A-4. - Four 511-14 Spey engines—Continued
Test date
7071
7-30-71
7072
8-3-71
7072
7-27-71
8091
8-2-71
7065
8-6-71
7065
8-3-71
ENGINE OPERATING PARAMETERS—Continued
Measured fuel flow, Ib/hr:
Idle
Takeoff
Checkpoint No. 1
Checkpoint No. 2
Checkpoint No. 3
Checkpoint No. 4. .
Fuel-air ratio:1
Idle
Takeoff
Checkpoint No . 1
Checkpoint No . 2
Checkpoint No. 3.
Exhaust gas temperature, ° F:
Idle
Takeoff
Checkpoint No . 2
Checkpoint No . 3
Inlet air pressure, psia:
Idle
Checkpoint No. 2
Checkpoint No. 3
Exhaust gas pressure, psia:
Idle
Takeoff
Engine pressure ratio:
Idle
Checkpoint No. 2 '
Checkpoint No. 4
Carbon monoxide, ppm:
Idle
Takeoff
Checkpoint No. 3
920
7,620
7,170
6,800
6,430
4,800
0.0051
.0139
.0131
.0127
.0122
.0118
825
1,170
1,135
1,110
1,090
975
14.44
14.23
14.24
14.24
14.26
14.28
15.43
36.45
35.25
34.30
33.25
28.41
1.07
2.56
2.48
2.40
2.33
1.99
EXHAUSI
470.0
39.2
38.2
35.3
35.3
36.3
900
7,280
6,860
6,480
6,030
4,710
0.0063
.0144
.0137
.0132
.0124
.0107
830
1,160
1,125
1,100
1,065
975
14.35
14.14
14.14
14.15
14.16
14.20
15.10
35.40
34.41
33.18
31.86
28.10
1.05
2.50
2.44
2.34
2.24
1.98
1 ANALYSIS
630.0
30.7
30.7
36.2
37.7
45.0
1,130
_
_
_
_
0.0075
_
850
_
_
_
—
—
—
—
—
—
_
—
—
—
_
_
_
_
_
-
P
820.0
_
_
_
_
•
890
7,070
6,700
6,200
5,860
4,510
0.0072
.0160
.0156
.0146
.0142
.0123
800
1,140
1,100
1,075
1,050
945
14.37
14.15
14.16
14.18
14.18
14.22
15.26
35.28
34.38
33.26
32.03
27.38
1.06
2.49
2.42
2.35
2.26
1.92
645.0
30.7
32.3
33.8
34.3
44.0
930
7,480
7,150
6,670
6,290
4,690
0.0066
.0151
.0147
.0139
.0137
.0114
820
1,155
1,125
1,100
1,075
955
14.41
14.19
14.20
14.20
14.21
14.25
15.30
35.98
35.25
34.03
32.90
28.24
1.06
2.54
2.48
2.40
2.32
1.98
730.0
41.0
43.0
44.0
46.0
56.0
930
7,370
7,140
6,570
6,120
4,720
0.0065
.0144
.0135
.0131
.0126
.0106
820
1,165
1,140
1,100
1,075
970
14.37
14.16
14.16
14.17
14.19
14.21
22.72
35.58
34.98
33.52
32.33
28.13
1.59
2.51
2.47
2.36
2.28
1.98
685.0
34.2
33.2
34.2
35.3
42.5
See footnotes at end of table
-------
28
TABLE A-4. - Four 511-14 Spey engines--Continued
Test date
7071
7-30-71
7072
8-3-71
7072
7-27-71
8091
8-2-71
7065
8-6-71
7065
8-3-71
EXHAUST ANALYSIS8-^Continued
Carbon dioxide, ppm:
Idle
Takeoff
Checkpoint No . 3
Nitric oxide, ppm:
Idle
Takeoff
Checkpoint No. 2
Checkpoint No. 3
Nitrogen dioxide, ppm:
Idle
Checkpoint No. 1...........
Checkpoint No. 2
Checkpoint No . 3
Checkpoint No. 4
Hydrocarbon , ppmC :
Idle
Takeoff
Checkpoint No. 1
Checkpoint No. 2
Checkpoint No. 3
Aldehydes, ppm:
Idle
Takeoff
Checkpoint No. 1
Checkpoint No. 2....
Checkpoint No. 3
0.93
2.83
2.67
2.59
2.49
2.41
0.0
141.3
125.1
119.2
112.6
77.4
6.5
9.0
10.5
11.0
11.5
11.0
659.0
—
_
_
29.0
1.22
.89
.75
.66
.36
1.14
2.94
2.80
2.69
2.53
2.19
0.4
154.7
141.2
124.7
118.6
72.0
6.0
18.0
14.0
28.0
26.0
55.0
851.0
4.0
3.4
3.1
3.1
3.4
36.0
0.54
.50
.53
.48
.48
1.32
_
_
—
tm
1.2
_
_
_
_
3.0
_
_
—
—
1,296.0
_
_
_
_
_
-
1.35
3.25
3.18
2.98
2.90
2.50
0.0
172.1
158.2
144.4
130.7
81.9
8.0
29.0
40.0
43.0
41.0
36.0
734.0
4.5
3.5
3.0
2.8
2.6
41.5
0.83
.70
.73
.68
.53
1.22
3.08
3.00
2.82
2.78
2.32
.
_
_
_
6.0
18.0
22.0
29.0
36.0
33.0
620.0
5.0
5.0
4.0
4.0
3.0
26.1
1.25
.66
.46
.48
.44
1.14
2.93
2.76
2.67
2.57
2.17
6.7
154.3
143.9
131.7
122.0
88.5
3.0
8.5
11.5
13.0
18.5
16.5
850.0
2.5
1.3
2.0
2.0
2.0
38.0
0.62
.37
.40
.29
.34
iCalculated from exhaust gas analysis.
2Measured on wet basis excepting nitric oxide, which was measured dry and converted
to wet basis.
INT.-BU.OF MINES,PGH.FPA. 17478
U.S. GOVERNMENT PRINTING OFFICE: 1972—-707-699:320
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