EPA-460/3-77-017
September 1977
DETERMINATION OF EFFECTS
OF AMBIENT CONDITIONS ON
AIRCRAFT ENGINE EMISSIONS
ALF 502 COMBUSTOR RIG TESTING
AND ENGINE VERIFICATION TEST
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Waste Management
Office of Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
-------
EPA-460/3-77-017
DETERMINATION OF EFFECTS
OF AMBIENT CONDITIONS ON
AIRCRAFT ENGINE EMISSIONS
ALF 502 COMBUSTOR RIG TESTING
AND ENGINE VERIFICATION TEST
by
H.F. Trembley, Jr.
Avco Lycoming Division
550 South Main Street
Stratford, Connecticut 06497
Contract No. 68-03-2383
EPA Project Officer: Thomas Cackette
Prepared for
ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Waste Management
Office of Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
September 1977
-------
This report is issued by the Environmental Protection Agency to report
technical data of interest to a limited number of readers. Copies are
available free of charge to Federal employees, current contractors and
grantees, and nonprofit organizations - in limited quantities - from the
Library Services Office (MD-35) , Research Triangle Park, North Carolina
27711; 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
Avco Lycoming Division, 550 South Main Street, Stratford, Connecticut,
in fulfillment of Contract No. 68-03-2383. The contents of this report
are reproduced.herein as received from Avco Lycoming Division. 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 endorse-
ment by the Environmental Protection Agency.
Publication No. EPA-460/3-77-017
11
-------
PREFACE
The investigation described herein was conducted by the Avco Lycoming
Division, Stratford, Connecticut under EPA Contract Number 68-03-Z383.
The program period of performance was March 1976 through May 1977.
The objective of this program was to establish a data base from which the
effects of ambient variations on gas turbine emissions can be evaluated.
The Avco Lycoming Project Officer was John Sherman. Harry Trembley
was the Principal Investigator and was responsible for all combustor rig and
engine verification testing. The EPA Project Officer was Tom Cackette.
EPA Contracting Officer was Albert W. Ahlquist .
All processed data were transmitted for analysis to Paul Donovan and H. T.
Adams of Calspan Technology Products.
Significant contributions made by Lycoming Engineering and Technical Staff
are appreciated by the author.
in
-------
TABLE OF CONTENTS
Page
PREFACE iii
LIST OF ILLUSTRATIONS ix
LIST OF TABLES xii
1.0 INTRODUCTION 1-1
Z.O SUMMARY 2-1
3.0 CONCLUSIONS 3-1
4.0 RECOMMENDATIONS 4-1
5.0 BACKGROUND AND APPROACH 5-1
5. 1 Problem Statement 5-1
5.2 Program Approach 5-1
6.0 ENGINE DESCRIPTION 6-1
6.1 General 6-1
6.2 Combustion System 6-3
6. 2. 1 Description 6-3
6.2.2 Combustor 6-3
6.2.3 Fuel Injection System 6-3
6. 3 Fuel And Power Control System 6-4
6.3.1 General 6-4
6.3.2 Gas Producer and Power Control
System 6-4
6.3.3 Variable Inlet Guide Vane Control and
Actuator 6-6
6.3.4 Interstage Air-Bleed and Control 6-6
6.4 General Performance Specification and EPAP
Values Data 6-6
6. 4. 1 Performance Specifications 6-6
6.4.2 1977 Emissions Standard Comparison 6-6
7.0 TEST - POINT SELECTION 7-1
7.1 Engine Test 7-1
7.2 Combustor Rig Test 7-2
v
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TABLE OF CONTENTS (Cont'd)
Page
8. 0 MEASUREMENT TECHNIQUES AND EQUIPMENT 8-1
8.1 General 8-1
8.2 Emission Measurements 8-1
8. 3 Engine Emission Sampling Probe 8-1
8.4 Combustor Rig Emission Sampling Probe 8-5
8. 5 Gaseous Emission Measurement Data System -
DS18 8-5
8. 5. 1 Hydrocarbon Analyzer 8-5
8.5.2 Chemilum one scent NO/NO
Analyzer 8-11
8.5.3 CO/CO^ Non-dispersive Infrared
Analyzer (NDIR) 8-12
8.5.4 Sample Flow System Description 8-12
8.5.5 Calibration Flow System Description 8-15
8.5.6 System Temperature Control 8-15
8.5.7 Detector Flow Variance Compensation ... 8-16
8.5.8 Data Output 8-17
8.6 Portable Digital Data Acquisition System - DS8 ... 8-17
8.7 Portable Smoke Measurement Data System -
DS16C 8-18
8.8 Emission Measurement Techniques 8-18
8.8.1 Background and Compliance 8-18
8.8.2 Calibration and Instrument Checks 8-20
8.8.3 Daily Pretest Checks 8-23
8.8.3. 1 Instrument Operation Check
and Adjustments 8-23
8.8.3.2 Clean Line and Pressure
Check 8-23
8.8.3.3 NOX Efficiency Test 8-25
8.8.3.4 Residence Time Check 8-25
8.9 Sensors and Probes for Aerothermodynamic Data.. 8-25
8. 10 Multiple Input Digital Data Acquisition System -
DS10 8-27
8.11 Engine Cell Data System-IBM 1800 8-28
8. 12 Humidity Measurement 8-29
9.0 COMBUSTOR RIG TESTING 9-1
9.1 General 9-1
9.2 Combustor Test Rig 9-1
9.2.1 Rig Description 9-1
9.2.2 Rig Gas Sampling System 9-4
VI
-------
TABLE OF CONTENTS (Cont'd)
Page
9.3 Combustor Test Facilities 9-4
9.3.1 General 9-4
9.3.2 Air Supply 9-4
9. 3..3 Rig Air Humidification System 9-5
9. 3.4 Fuel System 9-5
9.3.5 Gas Sample Probe Cooling 9-5
9. 3. 6 Performance Data Acquisition Area 9-8
9.4 Combustor Test Procedures 9-8
9.4.1 Start-Up Procedure 9-8
9.4.2 Humidity Control Procedure 9-9
9. 4. 3 Fuel Temperature Control 9-9
9.4.4 Combustor Performance Data
Acquisition 9-9
9. 4. 5 Emissions Data Acquisition 9-9
9. 5 Combustor Rig Data Reduction 9-10
9.6 Combustor Data 9-11
10.0 ENGINE VERIFICATION TESTING 10-1
10.1 General '. 10-1
10.2 Test Facilities 10-1
10. 3 Engine Gas Sampling System 10-4
10.4 Engine Test Procedures 10-4
10.4.1 Pre-Engine Test Checks 10-4
10.4.2 Acquisition Sequence .......... .............. 10-4
10. 4. 3 Stabilization 10-4
10.4.4 Engine Performance Data Acquisition .... 10-4
10.4.5 Emission Data Acquisition 10-7
10.5 Engine Data Reduction 10-7
10.6 Engine Data 10-8
11.0 DISCUSSION 11-1
11.1 General 11-1
11.2 Fuel-Air Ratio Correlation 11-1
11.3 Humidity Correlation 11-2
11.4 Engine/Test Rig Emissions Equivalence 11-3
11.4.1 General 11-3
11.4.2 Performance Parameters (Independent
Variables). 11-3
11.4.3 Emission Parameters (Dependent
Variables) 11-5
vn
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TABLE OF CONTENTS (Cont'd)
Page
11.5 Data Plots 11-8
APPENDIXES A, B, and C
Vlll
-------
LIST OF ILLUSTRATIONS
Figure Page
2-1 Engine Data Format 2-4
2-2 Combustor Data Format 2-5
6-1 Turbofan Engine (Typical) 6-1
6-2 Engine Modules 6-2
6-3 Power Control and Fuel System Schematic 6-5
7-1 ALF 502 Corrected Measured Gas Temperature
Versus Referred Net Thrust 7-3
8-1 Engine Exhaust Averaging Gas Sample Probe 8-2
8-2 Engine Gas Sample Probe Drawing - Lycoming P/N
TE 26808 8-3
8-3 Combustor Rig Gas Sample Probe Assembly 8-6
8-4 Combustor Rig Gas Sample Probe - TE 28010-01 8-7
8-5 Individual Gas Sample Probe - Rig Style Print -
TE 28010-01 8-9
8-6 DS18 Emission Measurement Flow Schematic 8-13
8-7 DS16C Portable Smoke Measurement System Schematic.. 8-19
8-8 Residence Time Check Schematic 8-26
8-9 Dew Point Meter Operational Schematic 8-30
9-1 ALF 502 Combustor Test Rig Installation 9-2
9-2 Combustor Rig Assembly - Partial 9-3
9-3 Water Spray Installation 9-6
9-4 Water Spray Nozzle 9-7
10-1 Test Cell 13 Schematic 10-2
10-2 ALF 502 Engine Mounting 10-3
10-3 ALF 502 Gas Sample Probe Installation 10-5
10-4 Engine Performance Data Listing - Sample 10-6
IX
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Figure Page
11-1 Comparison of Calculated Emission Indexes Between
Rig and Engine Tests 11-6
11-2 CO Emission Index Versus HC Emission Index Rig
Test - Idle 11-9
11-3 CO Emission Index Versus HC Emission Index, Rig
Test - 1. 5 x Idle 11-10
11-4 CO Emission Index Versus HC Emission Index, Rig
Test - Approach 11-11
11-5 CO Emission Index Versus Tt3 Rig Test, Idle 11-12
11-6 CO Emission Index Versus Tt3 Rig Test, 1. 5 x Idle 11-13
11-7 CO Emission Index Versus Tt3 Rig Test, Approach 11-14
11-8 HC Emission Index Versus T., Rig Test, Idle 11-15
11-9 HC Emission Index Versus Tt3 Rig Test, 1. 5x Idle. 11-16
11-10 HC Emission Index Versus Tt3 Rig Test, Approach 11-17
11-11 HC Emission Index .Versus Fuel-Air Ratio,
Rig Test - Idle 11-18
11-12 HC Emission Index Versus Fuel-Air Ratio, Rig
Test - 1. 5 x Idle 11-19
11-13 HC Emission Index Versus Fuel-Air Ratio, Rig
Test - Approach 11-20
11-14 CO Emission Index Versus Fuel-Air Ratio, Rig Test -
Idle 11-21
11-15 CO Emission Index Versus Fuel-Air Ratio, Rig Test -
1.5xldle 11-22
11-16 CO Emission Index Versus Fuel-Air Ratio, Rig Test -
Approach 11-23
11-17 NO Emission Index Versus Fuel-Air Ratio, Rig Test -
Idle 11-24
11-18 NOX Emission Index Versus Fuel-Air Ratio, Rig Test -
l.BxIdle 11-25
11-19 NOX Emission Index Versus Fuel-Air Ratio, Rig Test -
Approach 11-26
-------
Figure Page
11-20 NOX Emission Index Versus Tt3, Rig Test - Idle 11-27
11-21 NOX Emission Index Versus Tt3 Rig Test - 1. 5 x Idle 11-28
11-22 NOX Emission Index Versus Tt3 Rig Test - Approach .11-29
11-23 CO Emission Index Versus HC Emission Index, Engine
Test 11-30
11-24 HC Emission Index Versus Fuel-Air Ratio, Engine
Test 11-31
11-25 CO Emission Index Versus Fuel-Air Ratio, Engine
Test 11-32
11-26 NOX Emission Index Versus Fuel-Air Ratio, Engine
Test 11-33
11-27 NOX Emission Index Versus Tt3, Engine Test 11-34
11-28 HC Emission Index Versus Referred Thrust, Engine
Test 11-35
11-29 CO Emission Index Versus Referred Thrust, Engine
Test 11-36
11-30 NOX Emission Index Versus Referred Thrust, Engine 11-37
11-31 Smoke Number Versus Referred Thrust, Engine Test il-38
XI
-------
LIST OF TABLES
Table Page
2-1 ALF 502 Engine Power Settings „.... 2-1
2-2 ALF 502 Engine Test Ambient Conditions 2-2
2-3 ALF 502 Combustor Simulated Ambient Conditions 2-3
6-1 Guaranteed Performance at Sea Level Static Standard
Day Atmospheric Conditions 6-7
6-2 Engine EPAP Calculation and Comparison to EPA
1977 Requirements 6-8
7-1 Referral Parameters 7-4
7_2 Combustor Rig Test Conditions 7-5
8-1 Hydrocarbon Analyzer Pressure Correction Factors 8-21
8-2 NO/NOX Analyzer Pressure Correction Factors 8-22
8-3 1976 Diesel Cross Reference Service 8-24
11-1 Comparison of Engine and Rig Testing 11-4"
xn
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1.0 INTRODUCTION
The effort described in this report and the resulting data obtained were
performed at the Avco Lycoming facility in Stratford, Connecticut, for the
Environmental Protection Agency, Emissions Control Technology Division,
Ann Arbor, Michigan under Contract No. 68-03-2383.
The Lycoming combustor facilities were used to generate emissions data of
hydrocarbons, carbon monoxide, oxides of nitrogen, and smoke from an ALF 502
combustor rig test under controlled atmospheric conditions. The measured
emissions reflected the variations due to humidity, ambient temperature, and
barometric pressures which could then be applied to the actual engine operation
and measurements.
An engine verification emission test was also conducted on the ALF 502
turbofan engine over a range of uncontrolled ambient conditions to confirm com-
bustor rig results.
The resulting data from the program were submitted to the EPA for the
purpose of developing correction factors for engine emissions data. The correction
factors are to provide the means of standardizing engine emission data acquired
under uncontrolled conditions to show compliance to the 1979 EPA Aircraft and
Aircraft Engine Emission Standard.
1-1
-------
2.0 SUMMARY
Seven test series were conducted to measure exhaust emissions on an Avco
Lycoming ALF 502 turbofan engine covering a range of ambient conditions of
temperature, barometric pressure, and humidity. Each test series included
the seven engine power levels listed in Table 2-1; and the ambient conditions
encountered are indicated in Table 2-2.
Using the same model combustor hardware (liner, fuel manifold, housing, and
flow divider), three combustor rig emission test series were performed at idle,
1. 5 times idle, and approach conditions. Each test series covered the wide range
of controlled ambient conditions listed in Table 2-3. The corresponding com-
bustor conditions can be found in Table 7-2.
The engine and rig emissions data including hydrocarbon, carbon monoxide,
carbon dioxide, oxides of nitrogen and smoke were recorded, processed, and
checked for validity and forwarded to the EPA and Calspan Technology Products
for analysis and development of correction factors. Calspan Technology Products
was the company chosen by the EPA to process the data obtained under this
program and correlate and combine these results with similar data obtained from
other engine manufacturers. The formats used for both engine and rig test data
transmittal are shown in Figures 2-1 and 2-2.
TABLE 2-1. Engine Power Settings
Mode
Taxi Idle
1. 5 x Taxi Idle
Approach
Cruise No. 1
Cruise No. 2
Climbout
Takeoff
Standard Day Takeoff (T.O. )
Thrust
400 Ib
600 Ib
30% of T.O.
44.6% of T.O.
52.3% of T.O.
90% of T.O.
100% of T.O.
Power = 6500 Ib
2-1
-------
TABLE 2-2. ALF 502 ENGINE TEST AMBIENT CONDITIONS
Test
No.
22
23
24
25
26
27
28
Maxim um
Minmum
Range
Ambient*
Pressure
(psia)
14.80
14.80
14.71
14.62
14.63
14. 68
14.71
14.80
14. 62
0. 18
Average Ambient
Temperature
(OF)
76.6
70.9
76.
77.6
73.3
78.5
63.5
18.5
63.5
15.0
Humidity
Grains of HzO
(Ib Air'j
101.
114 1
107.
124.
121.
111.
62.
124
62
62
NOTES: Tabulated pressures are at engine idle condition. For
engine inlet pressure at higher powers, including cell
depression, see Appendix C, Engine Data.
2-2
-------
TABLE 2-3. ALF 502 COMBUST OR SIMULATED AMBIENT CONDITIONS
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
UC
-7
4
15
29. 5
40. 5
4
15
29.5
40. 5
15
29.5
40. 5
29.5
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
85
105
19
59
105
105
19
59
105
Humidity
Grams H^O/Kg Air
3.6
5
7. 5
7. 5
7. 5
10
15
15
25
25
3.6
7.5
3.6
25
3.6
7.5
3.6
105 25
i
Grains H2O/
Ib Air
25
35
52.5
52.5
52.5
70
105
105
175
175
25
52.5
25
175
25
52.5
25
175
Pressure
KPa
101.3
v
t
109.32
\
/
88
>
s
H
g
29.92
\
/
32.28
\
^
25.98
>
t
2-3
-------
ENGINE DATA FORMAT
i
>*>.
ENGINE TEST DATA
DATE
5/12/75
INSTRUMENT OPERATOR
TREMBLEY
ENGINE MANUFACTURER
LYCOHING
FUEL IOENT.
JET-A HC RATIO 0.167
BELLNOUTH AIR FLOW LB/SEC
270.
PT3 PSIA
ao.
PT9 PSIA
15.5
NET THRUST LBS
6500.
DATA POINT
051375
TEST CELL
13
TEST OPERATOR^
MODEL
ALF-502
"FUEL FLOW PPH
2000.
CORE AIRFLOW LB/SEC
25.
TT3 DEC. RANKINE
713.
TT9 DEC RANKINE
1200.
Nl RPH
18000.
WALSH
SERIAL NUMBER
LF04
MANIFOLD
125.
FUEL-AIR
.0156
EPR
8.0
N2 RPM
7000.
FUEL TEMP FAH
RATIO MEAS.
ACTUAL INLET PRESSURE PO PSIA
14.7
ACTUAL INLET TEMPERATURE TO
519.
SPECIFIC HUMIDITY GRAINS/LB
25.0
FILTER AREA .372 SI
CLEAN CK SMOKE NUMBER 1
DEC. RANKINE
DRY AIR
SMOKE NUMBER VOL. -LITERS FtOW-CFM PRESS
35.
44.
54.
64.
GASEOUS EMISSIONS
FID
UHC
RANGE 1
1NSTR GAS TEMP 150.
RAM VALUE MV 225.
GAS CONCEN PPMIC) 179.5
GAS CONCEN PCT 0.0180
EMISSION INDEX 5.74
FUEL-AIR RATIO .0156
3. .5
4. .5
7. .5
11. .5
~ NDIR NDIR
CO C02
3 3
55. 55.
400. 400.
534. 30567.
.0534 3.0567
34.3 3077.
.-PSIG
3.0
3.0
3.0
3.0
CHEMI
NO
2
55.
750.
76.
.0076
7.9
TEMP. DEG.FAH
230.
230.
230.
230.
CHEMI
NOX
2
55.
755.
80.
.0080
8.1
051375
051375
051375
051375
051375"
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051~375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
Figure 2-1. Engine Data Format.
-------
COMBUSTOR RIG DATA FORMAT
N)
I
in
cc^fL'STfp RIG TEST
CATf
5/11/75
OATS PCINT
051375
TEST CELL
1
IKSTPL^EKT OPERATOR TEST OPERATOR
TRE^BLEV
E*GINE MANUFACTURER
1 VCf " 1*£
FUEL ICENT.
JET-A ^f PAT 10 0.167
CRIFICF, MPFLCW LB/SEC
c ' .
5IPLL4TIC TI-RUST LRS
e?ct.
S1HLMEC INLET PRESSURE PO
14.1
SIPILATEC ULET TEMPERATURE
5 !•; •
SPECIFIC HUMIDITY GRMNS/L9
t '. .(
F HTEP «FE« .272 SI
CLEJN CK S*CKE ^UMeER i
MODEL
ALF-SC2
FUEL FLCM
2000.
FT3 PSIA
ICO.
WALSh
SERIAL MJPBER
PPM
LFO<
"ANIFCLC
125.
FUEL TEMP FAH
TT3 PEG.RANKINE
713.
FUEL-AIR RATIO "PAS.
.01*6
PSIA
TC OEG.PANKI
CRY AIR
SfCKE ^UHBEF VCL. -LITERS FLCW-CF" PRESS
25.
44 .
?4.
£4 .
CASICLS EMISSIONS
"=ID
UHC
tA^cE l
INS1F C»S TE^P 15C.
s«« VUlf f\l 225.
GA< CCKCEN FPH(C» 179.5
GAS CCNCEN PCT 0.01BC
flJSICK INDEX 5.74
FLEl-AIP RATIO .C156
3.
4.
7.
11.
NDIR
C"
3
55.
400.
534.
.0534
24.2
.5
.5
.*>
m c
NOIR
C02
3
55.
400.
30567.
3.0567
3C77.
.-PSIG TEfP. TEC.FAH
3.0
3.C
3.0
'.0
CHEI-I
NO
e
55.
75C.
76.
.0076
7.9
230.
23C.
230.
230.
CKE* I
KOX
2
55.
755.
80.
.octo
e.i
051375
051375
05137S
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
051275
051375
051375
051375
051375
051375
051375
051375
051375
051375
051375
OM37?
051375
051375
051375
051375
051375
C51375
Figure 2-2. Combustor Data Format.
-------
3. 0 CONCLUSIONS
Cornbustor rig testing provides a successful method of simulating a wide
variety of ambient inlet conditions to determine their effects on engine emissions.
The accurate control possible over pressure, temperature, humidity, fuel and
air flows allows accurate assessment of the resulting variations in emissions.
(Para 11-4)
Correlation between engine and rig data is acceptable when combustor con-
ditions are closely duplicated in both tests, as evidenced by the approach power
setting. (Para 11-4)
Extrapolating the results of the engine performance computer deck to
yield idle and 1. 5 idle operating conditions resulted in rig test fuel-air ratios that
did not correlate with the engine test. The rig idle fuel-air mixture is richer
and the rig 1. 5 idle is leaner than occured during the engine test. This resulted
in a lack of good correlation with the engine data at these power settings but has
no effect between the relationship of emission index to ambient condition
variations. (Para 11-4.2)
The data obtained from this test program provide a satisfactory data
matrix for developing correlating factors in the lower power settings. (Para 11-
4)
The humidification and measurement system developed for this program
provides a reliable method of humidity control for combustor rig tests. (Para
11-3)
The design techniques used for sizing and mounting of the gas sample
probes in both the engine and rig test provided representative samples of the
exhaust emissions, as demonstrated by the measured versus emission-based
fuel-air ratio correlations (Para 11-2).
3-1
-------
4.0 RECOMMENDATIONS
Consolidate the data obtained by Lycoming in this program with other
existing data to obtain correction factors for ambient conditions. (Para 5. 1)
Incorporate the factors developed into the EPA regulations to allow
emission tests to be accomplished at other than standard day ambient con-
ditions. The incorporation of these correction factors should be preceded by
an industry-wide review to assure successful application. (Para 5. 1)
Modify EPA regulations describing test techniques to increase the
minimum time between sample line contamination checks to provide an
economical procedure. (Para 8. 8. 3)
4-1
-------
5.0 BACKGROUND AND APPROACH
5. 1 PROBLEM STATEMENT
The variability of emissions levels from a gas turbine engine is of
significant importance to both the engine manufacturer in meeting air quality
standards and the EPA for setting these standards. Although many variables
can effect the pollutants of an engine, ambient condition variations directly
affect the engine operating parameters and, therefore, the emission levels.
The EPA regulations specify engine power setting for which the data
is to be taken. The test power is that power setting, which when corrected
to standard day condition, corresponds to a specified percentage of rated power.
Without satisfactory correction factors, engines can be tested for compliance
to emission limits only on natural or controlled standard days.
The EPA, in recognizing these present deficiencies, is requesting data
on different classes of engines operated at various ambient conditions and pro-
posing to develop correction routines that would standardize the emission
values. The test discussed herein is intended to contribute to a comprehensive
data bank and the development of these correction factors by supplying the
EPA with data from a class Tj engine.
5. 2 PROGRAM APPROACH
An ALF 502 combustor was tested in the component test facilities at
Avco Lycoming at various controlled inlet conditions and engine level con-
firmation tests were run on a full turbofan configuration.
The required emissions data were obtained by using two of Lycoming's
modern data systems; one is specifically engineered for accurate measurement
of gaseous emissions from engines and combustor rigs, and the second for
measurement of particulate emissions (smoke). Both combustor rig tests and
full engine verification tests on the ALF 502 fan engine were run over a number
of equivalent ambient and power conditions to provide a data matrix from which
correlation factors may be obtained.
Sampling of the exhaust constituents for the rig and engine test was
accomplished by a probe-aver aging technique. The combustor rig gas sampling
probe comprised an eight-leg, five-hole per leg (40 total) arrangement for a
representative average of the circumferential and radial distributions typical
at the combustor exit plane. The engine probe was of the standard cruciform
averaging configuration with three holes per leg (12 total) sized and radially
spaced as in the rig probe. This arrangement" is sufficient for representative
samples in the engine exhaust because of the mixing effect of the turbine
section. This has been confirmed by the close correlation between calculated
and measured fuel-air ratios in this program and previous testing.
5-1
-------
The exhaust constituents measured were CO, CC>2, NO, NOX, and unburned
hydrocarbons (UHC). These emissions were measured using Lycoming's DS 18 data
system. This system designed and built to meet the EPA system requirements
incorporates the latest equipment and operation techniques.
All measurements using this system were made using the techniques
described in Part 87, Title 40, published in the Federal Register, Volume 38,
No. 136, July 1973, with exceptions notes in Appendix A.
The smoke system, DS16C, was used in conjunction with the DS18 gas
analysis system to sample the particulate content of the combustor rig and
engine exhaust.
The sample to the smoke system was obtained from the same probes and
extracted upstream of the DS18 system by means of a selector valve. The smoke
system then operates independently and obtains samples at the required flow rates.
All procedures are in accordance with paragraph 87. 85 of the Federal Register,
Part 87.
The combustor and engine operating conditions were selected to meet the
seven equivalent power points stated in the RFQ, i.e. , (taxi) idle, 1. 5 times
idle power, climbout, approach, takeoff, and cruise. Idle power and cruise
conditions were selected based on a typical airframe installation and power
turbine configuration, while takeoff, climbout, and approach points were based
on maximum engine turbine inlet temperature and powers as stated in the model
specifications.
The combustor test rig was to have been operated at the seven simulated
engine power conditions for each of the environmental conditions specified in
Table 2-2. However, difficulties in achieving the higher power conditions
limited the rig program to the three lower power settings: idle, 1. 5 times idle,
and approach.
5-2
-------
6. 0 ENGINE DESCRIPTION
6.1
GENERAL
The ALF 502 is a 6500 Ib thrust twin-spool turbofan engine
(Figure 6-1) with a 6:1 bypass ratio selected for improved cruise and
loiter fuel consumption, as well as increased single-engine takeoff capability.
The core engine derives from the Lycoming T55 series engine which has over three
million hours of service experience. Accessories, including a completely self-
contained oil system, are externally mounted on the fan module for maintain-
ability, cool environment, and reduction of fire hazard.
The engine weighs 564 Kg (1Z45 Ib) and has a basic diameter of 1.077 meters
(42.4 inches) and overall length of 1. 56 meters (61.43 inches), including spinner.
Figure 6-1. Turbofan Engine (Typical)
6-1
-------
The low-pressure spool incorporates a single-stage fan that provides both
the bypass efflux and airflow to the power producer. The air directed to the core
engine is further compressed in the low-pressure spool by a single-stage super-
charger. The low-pressure rotor is driven by a two-stage uncooled turbine
through a single planetary reduction gear within the fan module. The high-pressure
components of the engine include an axial/centrifugal compressor, a folded annular
atomizing combustor, and a two-stage turbine to drive the compressor. The four
basic modules are shown in Figure 6-2.
The two components that have a major effect on the engine's emissions profile,
the combustor and fuel control, are described in this section.
COMBUSTOR
TURBINE
GAS
PRODUCER
FAN
ACCESSORY GEARBOX
Figure 6-2. Engine Modules,
6-2
-------
6.2 COMBUSTION SYSTEM
6. 2. 1 Description
The combustion system for the ALF-502 consists of a reverse-flow
annular combustor with an air blast atomizing fuel injection system. This
folded design permits maximum use of space and reduces engine length.
6. 2. 2 Combustor
The combustor includes a vortex-stabilized primary zone. The sta-
bilizing vortices are formed by the air discharging from 28 cast radial
inflow swirlers which have a fuel atomizer at each of their centers. Holes
are placed in the liner sides at each swirler location to provide aero-
dynamic blockage and contain the toroid formed by the vortex in the pri-
mary zone.
In the intermediate zone, air is introduced to complete combustion
and initiate dilution. This is done by means of sets of holes on the outer
and inner liners.
The dilution zone includes additional holes distributed to meet radial
circumferential temperature distribution requirements of the turbine.
Cooling of the liner walls is achieved by introducing a metered film
of air and ensuring that it remains close to the walls.
The combustion products discharge into a curl that reverses the
direction of flow to feed the turbine.
6. 2. 3 Fuel Injection System
The fuel injection system uses 28 air blast, main fuel injector nozzles
with coaxial pressure atomizing pilot nozzles used primarily for engine
light-off. The nozzles screw into a two-piece main fuel manifold having
two separate internal passages.
A flow divider meters fuel to these nozzles in accordance with pre-
determined schedule of air blase versus pilot fuel flow, i.e. , fuel passes
through the flow divider and out to the pilot manifolds. The pressure drop
across the flow divider creates a force that displaces a plunger that pro-
gressively opens the main flow metering ports and allows fuel to pass to
the air blast fuel manifolds as engine fuel flow increases.
6-3
-------
6. 3 FUEL AND POWER CONTROL SYSTEM
6. 3. 1 General
The ALF 502 power control system (Figure 6-3) consists of three
major subsystems:
• A gas producer fuel and power control
• An interstage air-bleed control system, and
• An inlet guide vane control system.
The fuel control is a hydromechanical type consisting essentially of
the following main elements:
1. Fuel pump
2. Gas producer speed governor
3. Acceleration and deceleration control
4. Maximum fuel flow limiter
5. Main power lever and fuel shutoff valve
6. Compressor interstage air-bleed control
7. Inlet guide vane control.
The air-bleed and guide vane controls are actuated through fuel control
signals to the respective actuators.
6.3.2 Gas Producer and Power Control System
The gas producer fuel and power control, with an integral fuel pump,
is mounted directly to the accessory gearbox.
A gas producer speed governor regulates ^as producer rotor speed to
the value selected by the power lever over the range from ground idle to
take-off thrust. Screw-type adjustments are provided to allow maximum
and ground idle steady-state speed settings to be adjusted.
Acceleration fuel flow limits are scheduled over the entire operating
range from starting to maximum gas producer speed by scheduling maxi-
mum fuel flow as a function of gas producer rotor speed, compressor
discharge pressure, and fan inlet temperature. A deceleration schedule is
provided to prevent engine flameout during deceleration. The absolute
minimum fuel flow for deceleration or steady-state operation is determined
by a minimum fuel flow stop that limits the closing of the main metering
valve.
6-4
-------
CORE ENGINE NLET AR TEMPERATURE
CORE COMPRESSOR SPEED
COMPRESSOR DISCHARGE PRESSURE
MOTIVE FUEL TO ECOLOGY DRAIN PUMP
COMPRESSOR
BLEED
ACTUATOR
POWER LEVER
AWCRAFT POWER
LEVER
FUEL BARRIER FILTER
FUEL CONTROL
AND
MAM FUEL PUMP
OVERSPEED FUEL VALVE
FUEL FLOW
DIVIDER
MAN FUEL
NOZZLES
(28)
1 ti
V ENGME
V£04 BUUb 1
„' PUMP
NHI 1
L
4
l_
1U
?
OIL C
1
FUELJ
HEATER
^1
[^
IUT y
•&•
i i •
i j
[P'LJ
COOLER
^21ffT\
H OIL
IN
^TOOV
DET
1 1
1
ECOLOGY
DRAM
SYSItM
(OPTIONAL)
Figure 6-3. Power Control and Fuel System Schematic.
-------
6. 3. 3 Variable Inlet Guide Vane Control and Actuator
The inlet guide vane control provides for positioning of the compressor
inlet guide vanes in response to gas producer speed and engine inlet
temperature.
An actuator mounted on the engine compressor housing is directly
linked to the guide vanes by a synchronizing ring. While making the de-
sired motion to the guide vanes, the actuator relays its position back to
the control via an external feedback linkage to restore the servo valve
to a null position. Adjustment of the inlet guide vane schedule is made
within the feedback linkage on the engine.
6. 3. 4 Interstage Airbleed and Control
The interstage airbleed actuator is located on the rear flange of the
core engine compressor. A single line delivers compressor discharge air
for both the signal source and the power supply.
The airbleed control opens and closes the compressor interstage
airbleed in response to the following signals present in the power control:
(1) gas producer speed, (2) core engine inlet air temperature, (3) com-
pressor outlet air pressure, and (4) fuel flow.
6.4 GENERAL PERFORMANCE SPECIFICATION AND EPAP VALUES DATA
6. 4. 1 Engine Performance Specifications
General engine performance data at standard-day sea level conditions
given in Table 6-1.
6. 4. 2 1979 Emissions Standard Comparison
The combustor air distribution and airblast style fuel nozzles used
in the ALF 502 engine provide low gaseous and smoke emissions. The present
configuration approaches conformance with the projected 1979 emission limits for
a T-l class engine. A summary of the computed EPAP values is given in Table
6-2. The engine meets the 1979 NOX requirements, barely meets the UHC re-
quirements, but does not meet the CO requirements.
6-6
-------
TABLE 6-1. GUARANTEED PERFORMANCE AT SEA LEVEL STATIC STANDARD DAY
ATMOSPHERIC CONDITIONS (ALF 502D AND 502H ENGINES)
RATING
Takeoff
Maximum Climb
Maximum Cruise
Flight Idle
Ground Idle
TOTAL
NET THRUST
(Minimum)
(lb)
6, 500
6, 170
5, 675
743 (Max)
400 (Max)
GAS
GENERATOR
ROTOR SPEED
(Maximum)
(rpm)
19, 639
19,413
19,073
13,720
10, 300
FAN
ROTOR SPEED
(Maximum)
(rpm)
7, 121
6, 988
6, 780
2,890
1,865
THRUST
SPECIFIC FUEL
CONSUMPTION
(Maximum)
(Ib/hr/lb)
0. 417
0. 412
0. 406
458 Ib/hr
350 Ib/hr
TOTAL
AIRFLOW
(Ib/sec)
±5%
235. 7
235. 7
228. 3
86. 8
62. 5
NOTES:
1. The guaranteed performance values are consistent with the conditions specified in
Model Specification with tailpipe and fan duct as shown in applicable figures and all
losses associated therewith.
2. The above data is based on operation with no loading of accessory drives, zero cus-
tomer bleed, and 100 percent inlet ram recovery.
-------
00
TABLE 6-2.
ENGINE EPAP CALCULATION AND COMPARISON WITH EPA
1979 REQUIREMENTS
ENGINE MODEL: ALF 50ZD , LF 02 T-l
COMBUSTOR S/V: 11.76ft-1
CONFIGURATION: -46 Cert. Config.
CLASS: T-l
VOLUME;
MAXIMUM POWER: 6500 Ib/thrust
IDLE POWER: 400 Ib/thrust
DATA SOURCE: EPA Test.
August, 1976
MODE
IDLE
APPROACH
CLIMBOUT
TAKEOFF
P3
Aim
2.25
5.0
10.2
11. 1
T3
°R
715
808
1120
1150
W .
ab
Ib/sec
7.9
17, 5
30.0
31.7
Wf
Ib/U
370
77ft
2340
2650
V.b
.0130
_,oi_23_
.0217
.023Z
W,AV
f aex.
.011
.0109
.0191
.0205
e
1.49
3.88
11.9
13.7
EPAP (from test results)
EPAP (EPA 1979 requirements!
UHC
gm/kg
5.6
. 57
.11
1 1
1.53
1. 60
CO
40.7
11.0
0.5
n «;
11.71
9.4(
N°x
2.91
5.88
9.37
10. 10
3.15
3.70
Smoke
No.
3
9
25
25
I
98. 55
99.68
99.99
99.99
Unless noted, fuel is Jet A. UHC = CH4, NO = NO2
CO - Carbon Monoxide
NOX - Oxides of Nitrogren
UHC - Unburned Hydrocarbons
PO - Combustor Inlet Pressure
To - Combustor Inlet Temperature
W_, - Combustor Acutal Air Flow
Wf - Fuel Flow
Wf/Wab - Combustor Fuel-Air Ratio
- Exhaust Fuel-Air Ratio
Values Referred to ISO Standard Day
T) u - Combustor Efficiency
S/V - Surface Area/Volume
9 - Theta Correlation Parameter = (P_
Exp (T3/534.3) AD-75
Where
A = Area
b = V4A/rr
1.75
/Wa)*
-------
7.0 TEST-POINT SELECTION
7. 1 ENGINE TEST
The ALF 502 turbofan engine has a standard-day rating of 6500 pounds
thrust. At ambient conditions other than a standard-day, thrust and turbine tem-
perature limitations are placed on engine operation to maintain the mechanical
integrity of the components.
During actual aircraft operation except at idle, the exhaust gas temperature
(T4. 1) and fan rotor speed, NJJ, are maintained within the specification limits of
the particular engine. A constant maximum NTT directly relates to a constant
maximum thrust, therefore, at temperatures below 15°C (59°F), while the EGT
limit will not be reached, the thrust is not to exceed the 6500-pound rating.
The turbine hardware operating temperature limits require that the maxi-
mum EGT specified with the engine not be exceeded during operation. As the inlet
temperature increases above 15°C, the maximum thrust is reduced proportionally
to maintain a tolerable condition in the hot section. During this test program, the
ambient temperature was greater than 15°C, thus EGT and not thrust was the
limiting parameter.
The EGT/thrust characteristic of the engine was defined prior to the
emission program by an engine calibration to determine the thrust-temperature
characteristic. The idle and 11/2 idle performance was checked at a constant
400-pound and 600-pound thrust to be consistent with aircraft operation.
Two calibration runs were performed, one with and one without the gas
emission probe in place at the tailpipe exhaust. The effect of the probe could
then be determined and compensations made, if necessary.
The data from the T^ j harness, consisting of eight thermocouples at
the power turbine inlet, was obtained for each of the power conditions. A
correction of the temperature data to standard day condition was made for each
value by P *• °22 (0 = Tamb/518. 688). This correction factor, in lieu of the
standard differential parameter (0 ' ), was developed for a range of ambient
temperatures using an engine simulation program that accounts for changes in
the air and gas properties, the engine rematch caused by the air and gas property
changes, and the component performance changes caused by the rematch. The
resulting values were then plotted (Figure 7-1) against referred thrust (FN/6 ).
The probe effect was small but noticeable at the higher thrust levels. The thrust
levels to be investigated were idle (400 Ib), 1-1/2 idle (600 Ib), approach (1950 Ib),
cruise 1 (2900 Ib), cruise 2 (3200 Ib), climbout (5850 Ib), and takeoff (6500 Ib).
The two cruise conditions were to cover the range of the expected maximum power
condition that could be duplicated during the combustor rig test.
7-1
-------
From Figure 7-1, gas temperatures for approach through takeoff were
obtained. The engine power setting was to be adjusted to achieve these values
regardless of inlet temperature conditions for each day's emission test.
7.2 COMBUSTOR RIG TEST
The combustor rig test conditions were selected, where possible, to
duplicate the combustor environment present in the engine. Considerations for
the rig test facility limitations and local weather conditions were required in the
selection of the test points simulating the higher power settings.
The idle, 11/2 idle, approach, and 2900-Ib thrust conditions were within
the capabilities of the system. Both 2900-pound and 3200-pound thrust points
were chosen for the engine test (completed first) to allow possible rig operation
at the higher level if the facility limits could be satisfactorily extended.
Based on past humidity information recorded by the National Weather
Service, 25 grains were selected as the minimum condition consistently achieve-
able for the test since no air drying capability was available. Also, the ambient
temperature and barometer were considered in the point selection.
The facility cooling and heating capacity limited the high-flow cold-day
simulations on warmer ambient days and warm humid-day simulation on cold dry
days. The additional heat capacity required to evaporate large quantities of water
injected into the system for humidification required consideration in the selection
process.
An engine simulation computer program was used to generate the combustor
parameters for a typical engine operating on a standard day at selected power
levels. This program uses component performance data and a matching technique
to develop the values of interest.
The core compressor airflow at each power condition was adjusted to com-
pensate for the turbine cooling air extraction and interstage bleed air at the idle
and 11/2 idle points. The nominal turbine cooling airflow of 11 percent was to be
used in computing the rig combustor airflow, and a nominal value of 13 percent
was applied to the airflow data for compressor bleed.
The standard-day pressures, temperatures, and air and fuel flows were
adjusted to each of the ambient conditions to be simulated. The referral factors
used are defined in Table 7-1, and tabulation of the data points and resulting
conditions to be investigated are shown in Table 7-2.
7-2
-------
CM
Cvl
o
C£
ZD
I—
-------
TABLE 7-1. REFERRAL PARAMETERS
Quantity Symbol
Thrust F
Fuel Flow W
Air Flow Wa
RPM . M
Temperature T
Pressure P
NOTE: 6 =P (PSIA)
14.696 (PSIA)
P = TAMB ( R)
518.688(°R)
Parameter
F/ 6
Wf/69 '?12
Wa /T/ 6
N//T
T/ 6
P/fl
7-4
-------
TABLE 7-2. COMBUSTOR RIG TEST CONDITIONS
DATA
Pt No.
I
001145
002145
003144
0041x4
0071x4
0081x4
191135
011135
151135
021135
061135
201145
031135
071145
1011x4
161145
192135
01213.5
152135
022135
062145
041135
081145
111145
131145
202145
032135
072145
102145
162145
211135
221145
051135
091145
121145
141145
171135
181145
042135
TO
(OR)
519
519
519
519
519
519
479
479
479
499
499
519
519
519
519
519
479
479
479
499
499
545
545
§45
545
519
519
519
519
519
565
565
565
565
565
565
565
565
545
PO
(in Hg)
29.92
29.92
29.92
29.92
29.92
29.92
25.98
29.92
32.28
29.92
29.92
25.98
29.92
29.92
29.92
32. 28
25.98
29.92
32.28
29.92
29.92
29.92
29.92
29.92
29.92
25. 98
29.92
29.92
29.92
32. 28
25.98
25.98
29.92
29.92
29.92
29.92
32.28
32. 28
29.92
T3
(°F)
225
285
440
502
424
414
173
173
173
199
199
225
225
225
225
225
228
228
228
257
257
260
260
260
260
285
285
285
285
285
286
286
286
286
286
286
286
286
323
P3
(psia)
35
40
75
96
96
96
30.4
35
37.8
35
35
30.4
35
35
35
37.8
34.7
40
43.2
40
40
35
35
35
35
34.7
40
40
40
43. 2
30.4
30.4
35
35
35
35
37. 8
37. 8
40
Wa
(pps)
7.25
10. 5
17. 8
21.0
21.0
21.0
6.55
7. 55
8.14
7.39
739
6.29
7.25
7.25
7.25
7.82
9.5
10.93
11.79
10.71
10.71
7.07
7.07
7.07
7.07
9.12
10. 5
10. 5
10.5
11.33
6.03
6.03
6.95
6.95
6.95
6.95
7. 5
7. 5
10.24
GR. H20/ Wf
LB AIR (pph)
44
44
44
44
44
44
25
25
25
25
35
52. 5
25
52. 5
70.
52. 5
25
25
25
Z5
35
25
52.2
105
175
52.5
25
52.5
70
52. 5
25
175
25
52. 5
105
175
25
175
25
350
420
790
1130
1680
1802
287
331
357
340
340
304
350
350
350
378
344
397
428
408
408
362
362
362
362
364
420
420
420
453
323
323
372
372
372
372
401
401
435
A/F
74. 6
90
81. 1
66.9
45
42
82.2
82. 2
82. 2
78.2
75.2
74. 6
74. 6
74. 6
74. 6
74. 6
99.2
99.2
99.2
94.4
94.4
70. 3
70. 3
70. 3
70. 3
90
90
90
90
90.
67. 3
67.3
67.3
67.3
67. 3
67. 3
67. 3
67. 3
84. 8
EQUIV.
THRUST
(Ib)
400
600
1950
2900
5850
6500
400
400
400
400
400
400
400
400
400
400
600
600
600
600
600
400
400
400
400
600
600
600
600.
600
400
400
400
400
400
400
400
400
600
-------
TABLE 7-2. COMBUSTOR RIG TEST CONDITIONS (Cont'd)
DATA
Pt No.
082145
112145
132145
212135
222145
052135
092145
122145
142145
172135
182155
1981x4
0181x4
1581x4
. 193134
013144
153144
0281x4
0681x4
023134
063144
2081x4
0381x4
0781x4
1081x4
1681x4
1941x4
0141x4
1541x4
203144
TO
545
545
545
565
565
565
565
565
565
565
565
479
479
479
479
479
479
499
499
499
499
519
519
519
519
519
479
479
479
519
PO
(in Hg)
29.92
29.92
29.92
25. 98
25.98
29.92
29.92
29, 92
29.92
32. 28
32.28
25. 98
29.92
32. 28
25. 98
29.92
32. 28
29.92
29.92
29.92
29.92
25. 98
29.92
29.92
29.92
32. 28
25.98
29.92
32.28
25.98
T3
323
323
323
351
351
351
351
351
351
351
351
345
345.
345
371
371
371
380
380
405
405
414
414
414
414
414
428
428
428
440
P3
(psia)
40
40
40
34.7
34.7
40
40 .
40
40
43. 2
43. 2
83. 4
96
103. 6
65. 1
75
80.9
96.
96.
75.
75.
83.4
96
96
96
103. 6
83. 4
96
103. 6
65. 1
Wa
(pps)
10.24
10.24
10.24
8.74
8.74
10. 1
10. 1
10. 1
10. 1
10.9
10.9
19.0
21.85
23. 58
16. 1
18. 53
20.0
21.42
21.42
18.2
18.2
18.23
21.
21.
21.
22.6
19.0
21. 85
23. 58
15.46
GR. H2O/ Wf
LB AIR (pph)
52.
105
175
25
175
25
52.
105
175
25
175
25
25
25
25
25
25
25
35
25
35
52.
25
52.
70
52.
25
25
25
52.
5 435
435
435
387
387
446
5 446
446
446
482
482
1478
1701
1835
648
746
805
1753
1753
768
768
5 1564
1802
5 1802
1802
5 1945
927
1067
1151
5 686
A/F
84.8
84.8
84.8
81. 2
81.2
81.2
81. 2
81. 2
81.2
81.2
81.2
46. 2
46.2
46. 2
89.4
89.4
89.4
44.
44.
85. 1
85. 1
42.
42.
42.
42.
42.
73.7
73.7
73.7
81. 1
EQUIV.
THRUST
600
600
600
600
600
600
600
600
600
600
600
6500
6500
6500
1950
1950
1950
6500
6500
1950
1950
6500
6500
6500
6500
6500
2900
2900
2900
1950
-------
TABLE 7-2. COMBUSTOR RIG TEST CONDITIONS (Cont'd)
DATA
Pt No.
033134
073144
103144
163144
0461x4
0861x4
1161x4
1361x4
0241x4
0641x4
0431x4
OG3134
113144
133154
2151x4
2251x4
0551x4
0951x4
1251x4
1451x4
1751x4
1851x4
2041x4
0341x4
0741x4
104134
1641x4
2131x4
223154
0531x4
093134
123144
143154
1731x4
183154
0441x4
0841x4
114144
TO
(°R)
519
519
519
519
545
545
545
545
499
499
545
545
545
545
565
565
565
565
565
565
565
565
519
519
519 .
519
519
565
565
565
565
565
565
565
565
545
545
545
PO
(in Hg)
29.92
29.92
29.92
32.28
29.92
29.92
29.92
29.92
29.92
29.92
29.92
29.92
29.92
29.92
25.98
25.98
29.92
29.92
29.92
29.92
32.28
32.28
25.98
29.92
29.92
29.92
32.28
25.98
25.98
29.92
29.92
29.92
29.92
32.28
32.28
29.92
29.92
29.92
T3
(°F)
440
440
440
440
464
464
464
464
465
465
485
485
485
485
495
495
495
495
495
495
495
495
502
502
502.
502.
502
520
520
520
520
520
520
520
520
550
550
550
P3
(psia
75
75
75
80.
96
96
96
96
96
96
75
75
75
75
83.
88.
96
96
96
96
103.
103.
83.
96
96
96
103.
65.
65.
75
75
75
75
80.
80.
96
96
96
)
9
4
4
6
6
4
6
1
1
9
9
Wa
(pps)
17.8
17.8
17. 8
19.2
20. 5
20. 5
20. 5
20. 5
21.42
21.42
17. 36
17. 36
17. 36
17. 36
17. 47
17.47
20. 13
20. 13
20. 12
20. 13
21.7
21.7
18.23
21.
21.
21.
22.6
14. 8
14. 8
17. 1
17. 1
17. 1
17. 1
18.4
18.4
20. 5
20. 5
20. 5
GR.
LB J
25
52.
70
52.
25
52.
105
175
25
35
25
52.
105
175
25
175
25
52.
105
175
25
175
52.
25
52.
70
52.
25
175
25
52.
105
175
25
175
25
52.
105
H2C
MR
5
5
5
5
5
5
5
5
5
2
)/ Wf
(pph)
790
790
790
852
1734
1734
1734
1734
1098
1098
818
818
818
818
1463
1463
1686
1686
1686
1686
1818
1818
981
1130
1130.
1130
1219
729
729
839
839
839
839
906
906
1170
1170
1170
A/F
81. 1
81. 1
81. 1
81. 1
42. 6
42. 6
42.6
42. 6
70.2
70.2
76.4
76.4
76. 4
76. 4
43.
43
43.
43.
43.
43
43
43.
66.9
66.9
66.9
66.9
66.9
73.2
73.2
73.2
73.2
73. 2
73.2
73. 2
73.2
63.1
63. 1
63. 1
EQUIV.
THRUST
db)
1950 j
1950
1950
1950
5780
5780
5780
5780
2900
2900
1950
1950
1950
1950
5285
5285
5285
5285
5285
5285
5285
5285
2900
2900
2900
2900
2900
1950
1950
1950
1950
1950
1950
1950
1950
2900
2900
2900
I
-0
-------
TABLE 7-2. COMBUSTOR RIG TEST CONDITIONS (Cont'd)
DATA
Pt No.
1341x4
2141x4
2241x4
0541x4
0941x4
1241x4
1441x4
1741x4
1841x4
TO
545
565
565
565
565
565
565
565
565
PO
(in HR)
29.92
25.98
25.98
29.92
29.92
29.92
29.92
32.28
32.28
T3
(OF)
550
587
587
587
587
587
587
587
587
P3
(psia)
96
83.4
83.4
96
96
96
96
103. 6
103.6
Wa
(pps)
20. 5
17.47
17.47
20. 13
20. 13
20. 13
20. 13
21.7
21.7
GR. H20/
LB AIR
175
25
175
25
52. 5
105
175
25
175
Wf
(poh)
1170
1042
1042
1299
1200
1200
1200
1295
1295
A/F
63. 1
60.4
60.4
60.4
60.4
60.4
60.4
60.4
60.4
EQUTV.
THRUST
(IW
2900
2900
2900
2900
2900
2900
2900
2900
2900
I
00
Data Point Number Code
Digits 1 & 2 - Test Condition (Ref Table 2-3)
Digits 3 & 4 - Simulated Power L/evel
Digit 5 - Water Element, Lo-3, M-4, H=5 (Note X Indicates Point Not Run)
Digit 6 - Fuel Element (M = 5 H-4)
NOTE: Due to extrapolation diffiluties in determining the low power air flows, the idle and 1. 5
idle fuel-air ratios run during the combustor rig tests do not correspond to the actual
engine conditions (rig idle was 11% to rich and rig 1. 5 idle 11% to lean)
-------
8.0 MEASUREMENT TECHNIQUES AND EQUIPMENT
8. 1 GENERAL
The instrumentation techniques and data acquisition systems used for the
emissions program were selected to assure that accurate quality measurements
could be achieved in both the combustor rig and engine tests. The goals were
twofold, i.e. , one to measure the aerothermodynamic parameters and the second
to determine the combustor emissions. Sensors to measure the desired tem-
peratures, pressures, and flows and probes to extract samples for emissions
and humidity measurements were specially designed for their location and
application. Lycoming-designed automatic data recording and measuring systems
were extensively used for data management. Final computation and compilation
was accomplished at Lycoming's main computer center.
8. Z EMISSIONS MEASUREMENTS
Engine exhaust and combustor rig emissions •were measured with equip-
ment and procedures conforming to present EPA regulations as defined in Title
40, Part 87 of the Federal Register. The methods defined were expanded and
modified slightly, primarily to encompass the combustor rig tests, as indicated
in the correspondence included in Appendix A.
Different probe designs were used in the engine and rig tests because of
the sampling plane locations and thermal conditions. The same Lycoming
emission-measurement system was used in both tests to assure consistency of
results.
8.3 ENGINE EMISSION SAMPLING PROBE
The engine exhaust emissions sampling probe (Figure 8-1) consists of
two sets of four legs that are equally spaced circumferentially with three sample
holes per leg. This probe assembly is made in conformance with Lycoming
P/N TE28008 (Figure 8-2). During the test, only the forward set of legs was
used for both smoke and gaseous emissions sampling.
Each of the three sample holes in each leg was 1. 143 mm (0. 045 inch)
in diameter, giving a total area of 13. 55 mm2 (0. 021 in. 2) for the twelve holes.
These dimensions were chosen to be compatible with the system pumping capacity
in achieving over 80 percent of the system pressure loss in the probe and to
assure a large enough area to resist contaminant clogging. The holes in each
leg were located at centers of equal geometric areas, a condition that Lycoming
has found to give representative results within 10 percent as reported by Rubins
8-1
-------
00
.
Figure 8-1. Engine Exhaust Averaging Gas Sample Probe.
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DIGITALLY
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and Doyle
8.4 COMBUST OR RIG EMISSION SAMPLING PROBE
The combustion rig emissions sampling probe assembly (Figure 8-3)
consists of eight individual probes (Figure 8-4) manifolded to a central collection
tube. The individual probes are liquid cooled to promote chemical-reaction
quenching of the sample and to provide the required endurance life at combustor
exit temperature levels. The individual probes are made in conformance with
Lycoming P/N TE28010-01 (Figure 8-5).
The eight gas sample probes were mounted as an assembly in the test
rig instrument drum at equally spaced increments in the plane of the first turbine
nozzle inlet. Each probe consisted of five manifolded 0.483 mm (.019 inch)ports
at centers of equal geometric areas and a cooling fluid inlet and outlet port. The
probes were connected to a triple manifold system mounted to the instrument
drum. The manifold provided the cooling fluid path to each of the probes and
the return flow through a second path. The third manifold route was used for
sample extraction.
The larger number of 40 sample holes in the rig, versus only 12 in the
engine, has been found necessary to provide a representative sample at the com-
bustor exit plane where conditions are less homogeneous.
8. 5 GASEOUS EMISSIONS MEASUREMENT DATA SYSTEM DS18
The DS18 emission system is a portable unit used for engine
and combustor tests to measure the various constituents of the exhaust, including
hydrocarbons, carbon monoxide, carbon dioxide, and oxides of nitrogen. All
instruments and sampling techniques are consistent with the procedures established
by the Environmental Protection Agency and published in Title 40, Part 87 of the
Federal Register.
The system is configured to three basic types of gas analyzing instruments.
A flame ionization (FID)-type detector is used for total hydrocarbon (THC) content;
chemiluminescence detection methods are used for oxides of nitrogen; and
non-dispersive infrared detection (NDIR) is used for carbon monoxide and carbon
dioxide.
8. 5. 1 Hydrocarbon Analyzer
TM
The hydrocarbon analyzer is a Varian Aerograph , model 1400 gas
chromatograph with an FID detector. The operation of the of the instrument
(1) T53 and T55 Gas Turbine Combustor and Engine Exhaust Emission Measure-
ments by Philip Rubins and Brian W. Doyle, USAAMRDL Tech Report 73-47
December 1973.
8-5
-------
Figure 8-3. Combustor Rig Gas Sample Probe Assembly.
8-6
-------
00
I
Figure 8-4. Combustor Rig Gas Sample Probe - TE 28010-01.
-------
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DIGITALLY
-------
is controlled by the main control panel, oven temperature control module^ and
electrometer module.
The main control panel provides the central location for power to the
instrument, temperature control of the oven and detector and temperature
monitoring of all thermal areas. An isothermal controller proportionally
controls the oven at temperatures up to 400°C and is stable to + . 2°C of the set
temperature. Conversion of the small current changes at the output of the ioniza-
tion detector to a representative voltage is accomplished by the JFET (junction
field effect transistor) electrometer. Range and attenuation are also selectable
from this unit.
The FID detector consists of a flame-tip assembly attached to the
detector base. Located above the flame tip is the collector (anode) electrode.
The cathode probe which supplies the ionization voltage and ignitor coil is attached
to the flame tip. Flame ignition is accomplished by applying a voltage to the
ignitor coil.
Hydrogen (60 percent He Balance) is burned in an atmosphere of air
(supplied HC free air). As the sample is introduced to the hydrogen flame through
the base of the detector, the hydrocarbons are burned and, consequently, produce
negative ions and electrons which are collected on the anode. The collection
process produces an electrical current proportional to the burned material which
is then amplified and converted to a readable voltage.
The purchased model 1400 was a standard injection-type gas chromatograph
instrument requiring modification for continuous flow sampling. The injection
column was removed, the carrier gas port plugged, and a two-position multiport,
electric-operated stainless steel valve with flow restrictors was installed. The
valve is located just upstream of the detector with sample, calibration, and bypass
lines connected to the appropriate ports.
8. 5.2 Chemiluminescent NO/NOX Analyzer
The NO/NOX analyzer is a Be.chman 951H Chemiluminescent
analyzer. The instrument operating at a continuous flow through the detector
analyzes either the NO or NO content of the sample.
In the NO mode of operation, a portion (<£& 10%) of the nitric oxide is
converted to electronically excited NO£ by oxidation with molecular ozone. A
photomultiplier detector senses the emission of photons and the N©2 returns to
the nonexcited state, thus generating a low-level signal.
The NO mode operates in a similar manner; .however, before reacting
with the ozone, the sample is routed through the converter to change NO2 to NO.
The resulting signals of the photomultiplier are amplified to drive the panel meter
and external recording system.
8-11
-------
The analyzer contains an internal bypass system for maximum response
and pressure-dropping flow restrictors for pressurized sample inlet and atmos-
pheric analysis.
8.5.3 CO/CO2 Non-dispersive Infrared Analyzer (NDIR)
Two Horiba NDIR continuous -flow analyzers are used to measure the
carbon monoxide and carbon dioxide concentrations contained in the sample.
Models AIA-21-AS and AIA-21 were used for CO and CC>2» respectively. The cells
are shock-mounted in the system to reduce pump vibration effects.
Both instruments operate on the principle of infrared (IR) absorbtion by
the component of interest. A dual beam of collimated light passes through two
parallel cells, one containing the sample and the other a nonabsorbing reference
gas. A rotating optical chopper interupts the signals which are then directed to
the detector where the difference in energy absorbed becomes a function of the
concentration present in the sample. Sensitized detectors and an optical filter
minimize interference from nonwanted components.
The AS -type detector used for carbon monoxide (in addition to its optical
filters) uses a dual detector system to minimize water and CC>2 interference. The
IR beam is passed through two detectors, the first of which contains the larger
portion of the absorbed signal from the required component and the second the
absorbed signal of the other components. The two signals are electrically sub-
tracted by means of a mixing amplifier to produce a signal that is proportional
only to the carbon monoxide content.
The sample cells are heated and temperature-controlled for stability
and prevention of water condensation. The signals from both detectors are
amplified and conditioned by separate electronic modules contained in a common
chassis for meter display and auxiliary data system output.
8. 5. 4 Sample Flow System Description
Figure 8-6 is a schematic showing the flow path of the sample and calibra-
tion gases as they enter and pass through the system. A heated Metal Bellows pump
(model 602) draws the sample from the probe at the rate of approximately 40-LPM
and compresses the sample to 10 psi. A system bypass regulator maintains the
pressure and bypasses the unused flow (20 LPM). A pressure gage and flow
meter are used for continuous monitoring of the values. The remaining flow is
split into three separate samples: 1) a THC sample, 2) a NOX sample, and
3) a CO/CO2 sample.
The THC sample ( «s^ 5 LPM) passes through a heated (150°C), sintered,
stainless steel filter before entering the control valve in the FID oven. The
sample pressure is dropped from 10 to 5 psi by a sintered stainless steel (FRIT)
restrictor in the valve. A second FRIT restrictor, also in the valve, allows
8-12
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DIGITALLY
-------
approximately 18 cc/min. to enter the FID. The remaining flow is directed to
the control oven where the HC bypass regulator maintains the 5 psi pressure at
the sample restrictor, and the pressure and flow can be monitored.
The NO sample (approximately Z. 5 LPM) is filtered by a second heated
stainless steel filter and the pressure dropped to 7 psi by the NO regulator before
entering the analyzer. A bypass regulator and flow meter built into the heated
section of the instrument maintain an operating pressure of 4 psi and the bypass
flow at 2 LPM.
The CO/CO2 sample is filtered prior to entering the CO/CO-, oven. In
the oven, a FRIT restrictor drops the pressure from 10 to 5 psi while passing a
total flow of 9 LPM which, in turn, is split three ways. FRIT restrictors at the
input of the CO and CC>2 cells flow 2 LPM each and drop the pressure to just above
ambient. The remaining 5 LPM is directed to the control oven where the regulator,
pressure gage, and flow meter control and allow monitoring of the conditions.
All instrument exhaust (except HC) and bypass flows are vented from the
rear of the control oven and pass through small jars before venting to the atmos-
phere. The moisture condenses in the jars and not the vent lines which would
cause unwanted back pressure to the analyzers.
Two electrically operated valves at the input of the system can be
selected to either allow the sample to enter the pump and through the system as
described above or to be redirected to the DS16C smoke sampling system described
in paragraph 8. 7. A third mode of operation (N2 purge) permits nitrogen gas to
back-flow the sample'line and probe to prevent fuel contamination during the start-
up or shutdown cycle.
8. 5. 5 Calibration Flow System Description
The zero and span gases are input to the system at the rear of the control
oven. Up to three span gases for THC, CO, and NOX and two for CO£ and zero
gas for each can be input. Solenoid valves in the control oven, operated from a
switch panel, direct the zero or span gases to each instrument as required. The
SAMPLE/CAL solenoid valves at the input of each instrument, also controlled from
the switch panel, allow independent instrument calibration selection.
Pressure regulators in the control oven for each set of calibration gases
maintain a pressure level consistent with sample pressures under operating con-
ditions. Flow meters and pressure gages are provided to assure consistent un-
restricted operation.
8. 5. 6 System Temperature Control
Each instrument has self-contained heating elements and control circuitry.
The THC instrument controller maintains the FID oven at l60°C and the detector
8-15
-------
"
base at 210 C. The NOx analyzer is heated to 60°C and both the CO and CO2 cells
at 55°C. The
control units.
at 55 C. The three sample filters also contain independent heating elements and
All system components contain heating elements, such as bat and finned
heaters for the ovens and pump and nickel chromium wire for sample lines, which
are controlled by five separate temperature control units. A thermistor-coupled
feed-back circuit with current limit and temperature set point is used.
The pump heads, Sample/Smoke/Surge valve and 150°C stainless steel
sample line (Dekoron 2152-06, 3/8 electro-trace) to the THC analyzer use two
of the controllers to maintain these devices at 150°C. Two other controllers
maintain the control oven and CO/CC>2 oven at 55°C which in turn heat the solenoid
valves, flow meters, gages, regulators, and stainless steel tubing contained
within them. The 55°C stainless steel sample lines (Dekoron 2150-04, 1/4 electro-
trace) which connect the control oven to the instruments and filters are controlled
by the remaining controller.
A temperature selection and read-out system is used to monitor the
thermocouples installed in the various devices for proper operating temperature.
In addition, a scanning/indicating unit has been incorporated in the system to
periodically check sample lines for open circuits. A light indication on any of the
switch positions, which corresponds to a specific section of line, indicates an un-
heated area that can be easily traced •without numerous temperature measurements.
8. 5. 7 Detector Flow-Variance Compensation
In addition to the front panel sample pressures and temperature monitoring
equipment, electrical transducers have been provided. Strain gage-type pressure
transducers and type "K" thermocouples are installed near the inlet of each detector.
The pressure transducers are installed in a "cool" location for stability and connected
to the inlets by means of small stainless steel tubing. The thermocouples are in
the sample flow stream.
The THC and NOX analyzers are extremely sensitive to flow variations
and require compensation for any differences. The transducers measure the
pressure just upstream of the sample flow restrictors in both analyzers for
recording and correction later by the data reduction program.
During each 30-day calibration or when one of the restrictors is changed,
the pressure is set at a number of different values and the corresponding responses
of the instrument to a span gas at these pressures are recorded. Correction
factors are developed for input to the data reduction program to compensate for
any deviation between calibration and sample pressures recorded during test
operation. This technique also alleviates the need for time-consuming precise
system adjustments or loss of data from most regulation problems which may
occur.
8-16
-------
The CO and CO£ detectors are not flow-sensitive; however, the transducers
in these instruments provide recorded assurance that no data errors due to down-
stream blockage are present.
Thermocouples measure the sample temperature entering the detectors
for recorded indications of sufficient and consistent values during calibration
and sampling. The thermocouples are referenced to 32°F by an electronic
reference junction before being input to the acquisition system.
8. 5. 8 Data Output
Three means of monitoring and recording the data output from the
instruments are available with the system: 1) continuous plots 2) digital readout,
and 3) voltage signals for automatic acquisition systems.
Two dual pen plotters continuously record the four instrument signals
representing THC, CO, CO2, and NOX emission levels. The primary purpose of
the plotters is to determine stability of the set condition before acquisition.
A voltmeter selector switch and range indicator permit access to the
instrument outputs for manual recording without interruption of the automatic
recording system. The range indicator identifies, at a glance, the range being
used. This section is used to monitor the calibration repeatability and record
test values for input to a computing calculator for correlation of measured and
computed fuel-air ratio.
The primary data acquisition is made using the DS8 Portable Digital Data
Acquisition System discussed in paragraph 8.6. A total of sixteen values are
output by the system for recording four values for each instrument. Signals are
output from each instrument representative of the emission levels. Range signals
of 1, 2, 3, or 4 volts are output by each instrument depending on the selected
range. The data reduction program uses the range information for the proper
selection of calibration, span gas, and instrument curve for use in computing the
emission levels. The sample pressure transducer and thermocouple outputs of
each instrument make up the remaining signals.
8.6 PORTABLE DIGITAL DATA ACQUISITION SYSTEM - DS8
This system was used in both the engine testing and combustion rig
testing portions of the program to record the output from the DS18 emission
measurement system.
This data system accepts, digitally converts, and records multiple
inputs of pressure, temperature, and other types of voltage data. The voltages
were derived from the gas analysis instrument outputs and the pressure sensor
temperature monitoring thermocouples. The system is a mobile unit adapt-
able to all component and engine test areas, including the ones used for this
program.
8-17
-------
The signals are connected to an input scanner programmer. The scanner
provides channel selection to the integrating digital voltmeter (via the amplifier)
and external programming for the voltage range, sample period, and stabilization
delay. Special control functions such as a pressure-scanner advance and actuator-
position advance are also provided by the scanner.
The data system output is in two forms. The first is printed output
available for examination by personnel at the test site, while the second output
is a five-level IBM punched paper tape that is converted to a card form output for
input into the main data reduction programs.
8. 7 PORTABLE SMOKE MEASUREMENT DATA SYSTEM - DSI6C
This system, shown schematically in Figure 8-7, uses the soiled-paper.
technique of collecting smoke particles to determine the smoke number present
in the engine exhaust. The systems portability allows its use in any of the engine
or combustor test areas.
The equipment and techniques conform to EPA standard 40 CFR , Part
87. As indicated, the sampling equipment is a self-contained unit with all the
necessary control, pressure, temperature, and flow-measuring instruments. The
sample is maintained above the dew point temperature to prevent water condensa-
tion.
The exhaust gas is sampled through the probe and passed through the
filter paper (Whatman No. 4) producing a dark circular spot proportional to the
smoke concentration in the gas. The spot is then measured for reflected light and
compared with standard reflection values to determine the smoke number.
The spot reflection is determined by use of a Macbeth reflection densi-
tometer, Model RD-400, which is a digital-readout, reflection densitometer
equipped with four selectable filters for color and visual density measurements
from 0 to 2. 5 density units. The digital readout displays numerically to the
hundreth of a unit and holds each reading in the display until the next measure-
ment is made.
8.8 EMISSION MEASUREMENT TECHNIQUES
8. 8. 1 Background and Compliance
Many approaches to measure gas turbine emissions have been used by
various manufacturers to satisfy individual requirements. The need for improve-
ments in emission instruments technology and measurement techniques has long
been realized by Lycoming and attempts to contribute to their advancement continued
with this program.
8-18
-------
SAMPLE
HEATED LINE
(120 - 160°F)
BYPASS
HEATED FILTER BLOCK
TEMP, INDICATOR
WHATMAN # 4
FILTER PAPER
SHUT-OFF VALVE
FOR LEAK CHECKS
THROTTLE VALVE
FOR HIGH PRESSURE
RIG TESTS
DRY GAS
VOLUME
METER
VACUUM
GAUGE
BYPASS
THROTTLE
VALVE
PUMP
TEMP.
INDICATOR
Figure 8-7. DS16C Portable Smoke Measurement System-Schematic.
8-19
-------
The procedures for emissions test were established by the EPA and
published in the Federal Register on 17 July 19*73. These procedures were used
in the majority during this program. Where deviations were necessary,
specifically for combustor rig testing, a formal request was made to the EPA.
The techniques used during both the engine and rig test programs and the results
of the various emission system checks are discussed below.
8. 8. 2 Calibration and Instrument Checks
The 30-day instrument checks and calibrations were performed in
accordance with Part 87 of the Federal Register at intervals during both engine
and combustor rig testing. Although the regulation requires that the analytical
accuracy of the calibration gases be + 2%, + 1% gases were used.
The blending tolerance of the + 2% gases is normally + 5% of the requested
concentration. The +_ 1% gases were purchased from Scott Environmental
Technology under the trade name ACUBLEND ^M which (by definition) has a
"zero" blend tolerance as determined by the sensitivity of the measuring instrument.
The bottles were delivered in the majority as less than 1. 5% of the requested
value.
Each of the instrument checks required by Part 87 were performed
using the 1% "z.ero" blend gases described above.
In addition, the hydrocarbon and NO/NO analyzers were checked for
output variation as a result of changes in sample pressure as discussed in the
system description. Typical correction factors for each analyzer are shown in
Tables 8-1 and 8-2, respectively.
The least-squares, straight-line fit of both the THC and NO/NOX
analyzers were well within the 2% allowable deviation. Repeatability in the
calibrations of each instrument was observed over the period of this program. The
CO and CC>2 instrument calibrations were also repeatable and also agreed closely
with the original curves supplied by the manufacturer.
The effect of different oxygen concentrations on the THC analyzer was
found to be consistently less than the required three-percent and five percent
deviation, respectively, of propane in 10% Q£ and N2 to propane in AIR. The
technique of premixing a small amount of air (20 ml/min. ) with the fuel allows
the instrument to satisfy the requirement. This method reported by K. Schofield^ '
had previously been used satisfactorily on other FID analyzers at Lycoming.
Problems with Flame lonization Detectors-in Automotive Exhaust Hydrocarbon
Measurements, Keith Schofield, Environmental Science and Technology,
Volume 8, Number 9, September 1974, PP. 826-834
8-20
-------
TABLE 8-1. HYDROCARBON ANALYZER PRESSURE CORRECTION FACTORS
FID Sample
Pressure (*)
21
22
23
24
25
26
27
27.3
28
29
30
31
(1) The values listed
These values only
of psia or psig; i.
(2) CF= Output @ 27.
Output @ x
HC-Correction (2)
Factor (CF)
* 1.552
1.422
1. 326
1.238
1. 150
1.088
1.022
1.0
0.961
0.9109
0-0619
0.8179
are the millivolt output of the transducers.
represent pressure and are not indications
e. , 27.3MV = 5 psi
3 x = 21, 31
8-21
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TABLE 8-2. NO/NO ANALYZER PRESSURE CORRECTION FACTORS
x
FID Sample
Pressure U'
11.5
12.0
12.5
13.0
13.5
14.0
14.5
14.9
15.5
16.0
16.5
17.0
Correction
Factor (CF) W
1. 192
1. 142
1. 117
1.090
1.063
1.043
1.018
1.0
0.969
0.951
0.935
0.918
(1) The values listed are the millivolt output of the transducer.
There values only represent pressure and are not indications
of psia or psig.; i. e. , 14. 9 MV = 4 psig
(2) CF = Output @ 14.9
Out @ x
x = 11.5, 17
8-22
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The CO analyzer water vapor and CO? interferences checks were made
using nominal values of 5% and 4%, respectively. The standard bubble-jar
technique of saturating nitrogen-zero gas was used. The error to both water
vapor and CC>2 was consistently less than 1. 5% on the lowest range (100 ppm).
In addition to the standard instrument checks, Lycoming subscribes to
the Scott Cross-Reference Service. The service provides a convenient
means of checking instrument performance, calibration procedures, and com-
parative accuracy to others analysis. A bottle of gas supplied by Scott Environ-
mental Technology contains an unknown concentration of propane, CO,and CO2
to be analyzed. The results are returned to Scott where the data from each
subscriber are tabulated, statistically analyzed, and issued as reports. The
results of those bottles analyzed during the contract period are shown in Table
8-3.
8. 8. 3 Daily Pre-Test Checks
8. 8. 3. 1 Instrument Operation Checks and Adjustments - After the instrument
and system warmup time, each instrument was checked for response to each zero
and span gas and compared with the previous day's calibration. Adjustments were
made if found to be necessary. At no other time during the day's test were the
electrical zero and spans adjusted. Experience with the instruments indicates a
significantly greater stability if unchanged.
8. 8. 3. 2 Clean Line and Pressure Check - A check of the sample line for
contamination was performed prior to and following each engine test cycle and
rig-test day. Clean filters were installed. Zero air and a propane span gas
were alternately input to the probe-end of the sample line, and the response of
the THC analyzer was compared with the known value. Deviations of more than
2 percent were not observed. The regulation indicates a check of the sample
line condition be performed with each hourly calibration. A deviation from the
procedure was requested and granted by the EPA. It was indicated that the
sample line reaches an equalibrium condition at each point and to introduce zero
and span gas would unnecessarily disturb this condition. Depending on the levels
of emissions, a considerable length of time could be required to achieve a ligiti-
mate zero. R estabilization of the line to the sample condition is then required
before the point can be recorded.
The line was also checked for smoke contamination by taking a sample
with the probe connected. Twenty liters were drawn through the filter paper at
normal operating pressures and temperatures.
To pressure check the sample line from the probe to the system, the
line was capped and the system switched to N? purge. The N£ bottle valve was
turned off, and a drop-off in pressure, as shown by the gage, indicated any
possible leak. The data system was not pressure-checked since it operates
8-23
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TABLE 8-3. 1976-DIESEL CROSS-REFERENCE SERVICE ANALYSIS
Report
No.
Avg (No. Data) Median
Est of STD Est of STD Avco Lycoming (CT)
Deviation Error DS18 Scott GC
1
(2)
HC (PPm) 177.2 (12)
CO (PPm) 529.8 (14)
C02 (%) 3.107 (13)
HC
CO
CO2
4
HC
CO
CO-,
177
535. 5
3. 1
HC (PPm) 676. 5 (11) 675.0
CO (PP m) 168.7 (13) 167.0
C02(%) 8.258 8.17
30.35(10) 30.25
10, 162 (12) 10,200
1.86 (13) 1.88
857. 1 (15) 844.0
1009 (18) 1001.
5.92 (16) 5.93
+ 2.82 + 0.813
+ 20. 1 + 5.38
+ 0.0653 + 0.0181
+ 8.36 ± 2. 52
+ 9.95 + 2.76
+ 0.289 + 0.0802
+ 1.26 + 0.399
+ 222.2 + 64.1
+ 0.084 + 0.023
+ 53.95 + 13.93
+ 28.2 + 6.64
+ 0.079 + .020
179.4 177.3
507 512
3.09 3.15
665.4 681
155.7 160
8.69 8.26
30.59 30.07
— (3) 10,200
1.95 1.86
834.2 846
1018 1022
5.96 6.038
1. Scott Specialty Gases, a Division of Scott Environmental Technology Inc.
2. Hydrocrabons as Methane
3. Beyond Range of Instrument
8-24
-------
above atmosphere from the pump output to the input of each instrument.
8. 8. 3. 3 NC) Efficiency Test - The efficiency of the converter used to
change NO£ to NO in the analyzer was checked each test day. The tester
was built and used in accordance with the description and procedures specified
in the regulation. Efficiencies greater than 95 percent were common, and
no values were ever below the 90 percent requirement
8. 8. 3. 4 Residence Time Check - Figure 8-8 is a schematic of the residence
time check setup. A three-way selector valve with two throttle valves attached
was connected to the end of the sample line. With the system pump on, the two
throttling valves were adjusted to achieve test operating pressures and flows at
the system equally from both directions through the selector valve.
After injecting a generous quantity of either propane, CO, CO2, or NO
into the 283-liter (10 ft. ) mylar bag, the bag was connected to one side of the
selector valve. The selector valve was then quickly switched from the atmosphere
side to permit the system to draw the sample from the sample bag.
The output of the appropriate instrument was recorded on the strip-chart
recorder operating at one second per inch . The system operator marked the
plot at the point the valve was switched. The test was repeated three times to
obtain a representative average. The response times for the engine and com-
bustor rig tests were: CO - 6. 0 sec. , CO2 -3.6 sec. , HC - 10 sec. , and
NOX - 5. 9 sec.
The sample transfer time from the probe to the system was calculated
and found to be about 1. 5 seconds for both the engine and rig test.
8.9 SENSORS AND PROBES FOR AERQTHERMQDYNAMIC DATA
Measurement of the operational control parameters and inlet conditions
was made with specially designed probes and sensors, which were developed
over many hundreds of hours of engine and rig testing. Recording of engine test
data values was accomplished by the use of an IBM 1800 computer-based, data-
acquisition and computation system. Combustor rig test data were recorded using
a Lycoming -designed digital data acquisition system.
Total pressures were sensed using averaging impact type rakes. Static
pressures were measured with sharp-edged ports on duct walls. Liquid flows
were measured with precalibrated turbine-element flowmeters. Temperatures
were measured with I. C. or C. A. thermocouples, both shielded and unshielded,
depending on application. Calibration of the wire used conformed to NBS standards,
for _+_ 4°F measurements.
Humidity in the combustor rig testing was measured by withdrawing a
sample of the air at the inlet to the rig by means of a single -point total-impact
probe inserted 15 centimeters into the airstream.
8-Z5
-------
36.5 LPM AMBIENT AIR
00
I
TO SYSTEM
9.525 mm O.D. x .889 mm WALL
SAMPLE LINE
SYSTEM BYPASS = 20 LPM
HC BYPASS = 5 LPM
CO/C02 BYPASS = 5 LPM
NOX BYPASS = 2 LPM
PLOTTER SPEED = 1 in/sec
36.5 LPM
TEST GAS
THROTTLE VALVE
90°, 3 WAY
SELECTOR VALVE
THROTTLE VALVE
QUICK CONNECT FITTING
MYLAR BAG
PROPANE, CO, C02, OR NO
PRESSURE = AMBIENT
(SIMULATED PROBE LOCATION)
Figure 8-8. Residence Time Check Schematic.
-------
The humidity distribution was investigated at selected conditions prior
to the test program by traversing the combustor inlet dewpoint sample probe
across the channel and noting the change. With the water spray nozzles
located some 1Z meters upstream and two 90-degree turns in the piping system,
no deviation was expected or observed.
8. 10 MULTIPLE INPUT DIGITAL DATA ACQUISITION SYSTEM - PS 10
This data acquisition system was used during the combustor rig test-
ing to record all data other than emissions measurements.
The system accepts, digitally converts, and records multiple inputs
of pressure, temperature, and other voltage data by means of an integrating
digital voltmeter. The inputs were derived from sensors connected to various
locations on the combustor development test rig. The system has the capacity
to read 200 independent signals from any of the test cells located in Lycoming's
Building 19 complex.
The combustor configuration can use part of the 200 input signals in
the following manner: one absolute pressure transducer scanned through 48
pressure ports; two differential pressure transducers (up to + 25 psid) each
scanned through 24 pressure port pairs; and two frequency (fuel flow) signals.
The remainder of the input signal recording capability is used for thermo-
couples of other miscellaneous signals.
The transducers are installed in a temperature-controlled cabinet con-
sisting of one absolute scanner with a 48-port scanning capability, and two
differential scanners with 24 ports each. The cabinet is located near a valve
panel and connected to the common of each valve by plastic tubing. The valve
selector system permits easy and fast turnaround time to one of the five test
areas. Pressure ranges up to 200 psia are acceptable for such a system,
although 150 psia is the normal working limit.
Pressure transducer calibration is accomplished by selected, known
high-quality (± .02%) pressures as part of scanned data. In this manner, a
multipoint calibration curve is recorded for each data point and is used in
computer program correction techniques. Repeatability of better than + .002
psi of pressures less than 30 psia are generally achieved. For pressures
higher than 30 psia, + .01 psi repeatability is generally possible.
The differential pressure scanners are used for accurate measurement
of differential pressures. Calibration pressures, normally 0 and 2 psi, are
input to the first two ports of the scanner and recorded by the data system to
permit computer correction routine calculations. Individual signal condition-
ing to obtain the desired output voltage for the corresponding calibration
pressure is also used for these transducers. Accuracy of better than + 0. 1%
is achieved while repeatability is found to be less than + .002 psi.
8-27
-------
Thermocouple cold-junction compensation is accomplished through
a 36-point, 32 F electronic reference junction. A series of thermocouple
jack panels allows any of the five combustor testways to be selected. Re-
ference junction cycling and validity are checked by a precision 150°F
signal source which is recorded with every data scan.
The data system's output is in two forms. The first form is printed
output for examination by engineering personnel at the test site. The
second output is five-level, I. B. M. -punched paper tape for later con-
version and input into data reduction computer programs. An additional
feature of the system is the ability to have the output printed automatically
in engineering units (psia psid, °F, and rpm) to provide the engineering
evaluation of the data before the normal data scan is taken.
8. 11 ENGINE CELL DATA SYSTEM IBM 1800
The IBM 1800 system was used to record engine operational and
ambient parameters during the engine-test portion of the program. Applica-
tion of the IBM 1800 Data Acquisition and Control System (DACS) that
supports test facility is discussed below.
Four test cells are presently being serviced, wherein each pair of
cells is separated by a control room designed to direct the activities of the
adjacent cells. Each control room is equipped with its own CRT unit for
online monitoring and an alphanumeric keyboard for communication with
the IBM 1800 DACS.
The IBM 1800 DACS provides for the continuous monitoring of gas
turbine engines under test and the permanent recording of a family of engine
parameters.
Test monitoring is achieved through the acquisition (scan), logical
treatment, and CRT display of parameters having a response time goverened
by time-dependent constraints and through the detection of critical conditions
(alarm system) having an even faster response time.
Test data recording includes the acquisition, logical treatment, and
output of all parameters instrumented for a given engine test. All defined
conversion and performance calculation s are also output. Recording pro-
vides onsite printer and magnetic tape output with all parameters appro-
priately identified; this not only provides a permanent record of the test
data for future reference, but also permits processing of the data by data
reduction and engine cycle match-point performance programs on a host
com paiter.
8-28
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The acquisition system is equipped with a 32K memory, two 512K word
discs, a magnetic tape unit, a card reader, and a punch and line printer.
As many as 300 variables can be acquired, computations made, and
output supplied to the various devices for off-line analysis. The complete
acquisition time to acquire the engine data occurs in approximately 15 seconds
of initiation.
Selected variables were converted by the system to engineering units and
used to compute the required parameters for the CRT update at the engine control
station.
8. 12 HUMIDITY MEASUREMENT
Humidity was measured by General Eastman (Model 1200 AP) dewpoint
meters that work on the principle of condensation on a temperature-controlled
mirror.
The series 1200 dewpoint hygrometers are thermoelectrically cooled,
optically detected, automatically controlled, condensation (or dewpoint)
hygrometers. The principle of operation is shown in Figure 8-9.
The condensate detection mirror is illuminated with a high-intensity,
solid-state, light-emitting diode (LED). A photodetector is configured so as to
monitor the specular (direct) component of the light from the mirror. A separate
LED and photodetector combination are used to compensate for any thermally
induced changes in the optical components. The photodetectors are arranged in
an electrical bridge circuit such that the specular detector is fully illuminated
when the mirror is clear of dew and sees reduced light as dew forms on the
mirror, due to scattering losses.
An optical offset is designed into the bridge such that a large bridge
output current is developed whenever the mirror is in the "dry" condition. The
bridge output is amplified and used to control the direct current to the thermo-
electric cooler, causing the mirror to cool toward the dewpoint. As dew begins
to form on the mirror, the optical bridge is driven toward its balance point,
causing a reduction in the specular light, causing the bridge output to decrease,
and the cooling current to reduce. A rate feedback loop within the amplifier is
employed to insure critical response, and the system quickly stabilizes at a
condition wherein a thin dew or frost layer is maintained on the mirror surface,
i. e. , the dew or frost point. A precision thermometer-element is embedded
within the mirror to monitor this dewpoint temperature directly.
The condensation hygrometer is a fundamental method for measuring
water vapor, thereby affording a degree of accuracy not available with other
methods. Additionally, the repeatability of the instrument can be checked at
any time by opening the control loop and allowing the mirror to heat and the dew
8-29
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OPTICAL BALANCE
115 VAC
LED
REGULATION
DEW POINT
TEMPERATURE
THERMOELECTRIC
HEAT PUMP
POWER
115 VAC
Figure 8-9. Dew Point Meter Operational Schematic.
8-30
-------
to evaporate, and then reclosing the control loop. Long-term accuracies in the
order of + 0.2°F are common with the condensation hygrometer, thus making it
suitable as a laboratory reference instrument.
During the engine test program, the air samples were extracted from
the test cell. During the rig-test program, samples were taken at two stations
in the testway upstream of the combustor rig.
Upstream of the humidity-conditioning spray nozzle, a small sample of
the air was extracted from the testway through a standard Kiel-type pressure
probe. The probe was connected via a 6.35mm (0.25 in.) O.D. stainless
steel unheated but insulated line to a General Eastman (Model 1200AP) dewpoint
sensor for measuring the incoming or ambient humidity. A similar probe at
the combustor inlet was connected to a second sensor; however, this connecting
line was heated to maintain the temperature above the dewpoint resulting from
the added water.
Both sensors were mounted in the heated temperature-controlled box
and maintained above the dewpoints. Line restrictions ahead of the sensors
and placement of the sensors some 6 meters from the probes were used to
control the pressure, temperature, and flow within the limits of the sensors.
The sensors were electrically connected to the dewpoint meters located
in the control room. The meter provided digital readout for set-point opera-
tion. A secondary calculation of the dewpoint was also made using measured
water flow through the conditioning spray nozzles and the moisture content in
the ambient air. The water was measured with calibrated turbine-element
flow meters. A comparison of the two measurement methods is presented
in Section 11. 3.
8-31
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9. 0 COMBUSTOR RIG TESTING
9. 1 GENERAL
The combustor rig-test portion of the program was conducted on a full
engine combustion system under controlled inlet conditions to obtain emissions
data over a wide range of simulated engine environments. Tests were run in
the idle to 1. 5 times idle range and at approach conditions under actual engine
conditions of temperature, pressure, and humidity. Twenty-two different
environmental conditions were covered at each of the three power settings run.
The high power conditions shown in Table 7-2 were not run.
Incoming's ALF 502 combustor rig was used in the aerodynamic com-
ponent test laboratory to accomplish this testing. The rig, laboratory facilities,
and operating procedures are described in detail below.
9.2 COMBUSTOR TEST RIG
9.2.1 Rig Description
The Lycoming ALF 502 combustor component test rig provides a func-
tional simulation of the engine flow conditions to allow determination of
operational characteristics as they would occur in the full engine. The same
rig has been used for the development tests of the combustion systems for
Lycoming's T55 and ALF 502 engine families.
The combustor test rig shown installed in the testway in Figure 9-1
consisted of the engine combustor liner, housing, fuel manifold assembly, and
the inlet/exit transition sections. A modified compressor diffuser, combustor
outer curl, and instrument drum are mounted to the inlet duct as shown in
Figure 9-2.
The exit-plane instrument drum on which the gas sample probes are
mounted is connected to a centershaft through which the sample gas flow, cool-
ing fluid, and cooling air are fed.
The combustor liner housing, and fuel manifold assembly with flow
divider mount to the inlet flange. The inner curl mounted to the water-jacketed
exhaust section and exit transition duct complete the flow path and assembly.
The rig is designed to accept engine hardware without modification and
operate at pressure levels up to 10 atmospheres with maximum inlet and ex-
haust temperatures of 315°C (600OF) and 1200°C (2200°F), respectively; this
allows direct simulation of combustor inlet conditions for idle, 1. 5 idle, and
approach modes. The rig also includes the instrumentation necessary to de-
fine the inlet and exit operating parameters.
9-1
-------
N.
Figure 9-1. ALF 502 Combustor Test Rig Installation.
-------
OO
Figure 9-2. Combustor Rig Assembly - Partial.
-------
9.2.Z Rig Gas Sampling System
The probe assembly discussed in paragraph 8.4 is mounted in the exit
plane instrument drum and connected through a manifold block to the sampling
and cooling fluid feed lines.
From the manifold, one 9. 53 mm (0. 375 in) O. D. stainless steel tube
and two 6. 35 mm (0. 25 in. ) O. D. copper tubes were routed down the centershaft
and exited through the top of the rig.
The centershaft also serves as the path for cooling air to the internal rig
parts, including the drum. The temperature of the cooling air and probe cooling
fluid were maintained above the 150°C minimum sample temperature.
9.3 COMBUSTOR TEST FACILITIES
9. 3. 1 General
The combustor rig test (Task I) was performed in Lycoming's Building 19
Aerodynamic Laboratory complex . This area is used for engine
component evaluations and development programs, including combustion,turbine
and compressor systems. One of the seven testways (TW-1) available for various
types of combustor and operating conditions was used for this program.
9. 3. 2 Air Supply
Two different pieces of air-moving equipment used during this test were:
1) an electric motor-driven industrial style compressor and 2) a multiple engine-
driven T 55-L-11 engine compressor.
The Allis-Chalmers industrial style centrifugal compressor supplies
10 Ib/sec of air at up to 3 atmospheres and with the aid of electric heaters at
temperatures between 93°C (200°F) and 315°C (600°F). Constant pressure
control ( + .02 psi) is accomplished by automatic sensing of rig inlet pressure
acting to control the main compressor exit valve. The source of air from a gas
turbine engine-driven T55 compressor was used for the higher flows and pressure
levels. This facility presently provides 21 Ib/sec of air at 96 psia and temperatures
up to 315°C (600°F). The same pressure control system previously described is
used.
Shop air or air extracted from the T55-L11 compressor, depending on
rig pressure level,is supplied at approximately 0. 5 Ib/sec to the rig for cooling
of the combustors internal components. This air was also passed through a
bank of electric heaters for temperature control.
9-4
-------
9. 3. 3 Rig Air Humidification System
To achieve the humidification requirements for this program, it was
necessary to provide a means of injecting water into the inlet air and measuring
the resulting humidity. An available pressurized water source was used to
supply a spray-manifold installed upstream of the combustor.
The high-pressure water (up to 500 psi) was filtered and supplied to the
water-spray manifold (Figure 9-3) through a series of three fluid-measuring
turbine elements (0-50, 0-500, and 0-5000 Ib/hr). These manifolded elements
were remotely selected and the flow controlled from the control room.
The water-spray manifold located some 1Z meters from the combustor
inlet consisted of four nozzles of the type shown in Figure 9-4. Three of the
nozzles were sized for a maximum water flow of 600 Ib/hr and one for ZOO Ib/hr
maximum.
Individual shutoff valves provide selection of any combination of the
nozzles for sufficient flow and control. The nozzles were specifically de-
signed and built at Lycoming to achieve the insertion depth and control re-
quired for this application.
9.3.4 Fuel System
Jet A fuel was supplied by the main plant farm fuel tanks to the Building 19
fuel distribution and control system.
The fuel was fed to the combustor by the pumping and control system
using a positive-displacement pump and pneumatically controlled metering valves.
A fuel-element manifold consisting of 0-50, 0-500, and 0-5000 Ib/hr turbine
elements, selectable from the control room, was used for all fuel measurements.
The element output was displayed at the operation console and recorded on the
digital data acquisition system for later data reduction.
Before entering the combustor, two steam heat exchangers were used to
control the temperature of the fuel at a level comparable with those found during
engine testing (Task II). Steam flow to the heat exchangers was pneumatically
controlled from the control room.
9.3.5 Gas Sample Probe Cooling
Emissions measurements are generally more difficult in combustor rig
tests than in an engine test. The severity of the conditions experienced by the
gas sample probes, sometimes in excess of 1100°C during operation, required
that cooling techniques be implemented.
9-5
-------
Figure 9-3. Water Spray Installation.
9-6
-------
Figure 9.4 Water Spray Nozzle.
-------
A portable, fluid heating stand commonly used for many experimental
engine and component tests was adapted to supply the necessary fluid for probe
cooling. The system consisted of a storage tank, steam heat exchanger, pump,
and flowmeter.
The fluid (ethylene glycol) was pumped from the storage tank to the heat
exchanger where steam heated the fluid to 150°C. The flow from the exchanger
to the probes was adjusted to the predetermined setting on the flowmeter and
the excess returned to the storage tank.
Fluid pressure and temperature sensors were used to assess and control
operating conditions.
9.3.6 Performance Data Acquisition Area
This area incorporates the data acquisition system used for performance
investigation of various engine component rig tests in the Building 19 complex.
Of these systems available in this area, the DS8 and DS10 Digital Data
Acquisition Systems, DS18 Portable Gaseous Emission Measurement Data
System, and DS16C Portable Smoke Measurement System were used
during the rig testing portion of the program. These systems are described in
detail in Paragraph 8.
The area was also used to compute such parameters as water addition
requirements for humidification and fuel-air ratio correlation using the pro-
grammable computing calculator.
9. 4 COMBUSTOR TEST PROCEDURES
9.4.1 Start-Up Procedure
After each of the daily pretest checks discussed in paragraph 8.8.3,
the appropriate facilities were employed to supply flow and pressure to the com-
bustor at a convenient light-off condition. The preheaters for both the cooling
and the main air were turned on and the system allowed to stabilize at 1 50°C
and the first T3 condition, respectively. The probe cooling fluid flow was also
started and heated to operating temperature (150°C).
With nitrogen purge supplied to the sample line and probe, the combustor
was ignited and the required condition set.
9-8
-------
9. 4. 2 Humidity Control Procedure
The combustor air dewpoints of both meters were compared with each
other and the National Weather'Service at Sikorsky Airport which is approximately
1.6 kilometers from Lycoming. Agreement within 1°F was normally observed.
Using the ambient dewpoint and orifice parameters, the quantity of
moisture in the air and actual airflow to the combustors were computed. The
difference between the actual and required moisture content was then used to
determine the amount of water (Ib/hr) to be added.
The appropriate flow element (0-50, 0-500, or 0-5000 Ib/hr) and com-
bination of spray nozzles were selected. The operator controlling the pneumatic
water valve from the control room adjusted the water flow until the displayed
value corresponded to the computed flow.
As the water was added, the dewpoint measured at the combustor inlet
would increase and approach the required value. Being the prime indicator of
the moisture content, the dewpoint corresponding to the water concentration
required was set by altering the water flow.
9.4.3 Fuel Temperature Control
The temperature of the fuel was controlled by the two steam heat ex-
changers described earlier. Fuel entering the manifold was maintained at 107 C
(225 F) for consistency with the average level observed during the engine test
phase of the program.
9. 4. 4 Combustor Performance Data Acquisition
The combustor operating parameters were recorded on the DS10 Digital
Data Acquisition System described in Paragraph 8. 10. The data recorded at
each condition included fuel flow, fuel temperature (element), fuel temperature
(manifold), orifice pressure (2), orifice pressure drop (3), orifice temperature
(2), inlet total pressure (3), inlet total temperature (4), water flow, and two
dewpoints.
9. 4. 5 Emissions Data Acquisition
The emission data, including hydrocarbon, carbon monoxide, carbon
dioxide, oxides of nitrogen, and smoke, were measured using the DS18 Portable
Gaseous Emission System and the DS16C Portable Smoke Measurement System.
These systems are described in detail in Section 8. The voltage signals from
the emission instruments were recorded on the DS8 Portable Digital Data
Acquisition System also described in Section 8.
9-9
-------
Each instrument was calibrated by inputing the appropriate zero and
span gases to each range being used and digitally recording the responses.
Successive calibrations were compared to assure that zero and span shifts
did not exceed two percent during the test period.
The emission system was selected for the sample mode, and the pneumatic-
actuated control valve at the input to the sample line was adjusted for the proper
pressure and flow to the system. System pressures, temperatures, and flows
were monitored to verify that each were within operating limits.
Visual observation of the emission levels recorded on the strip chart
was used to determine stabilization. When stable, the data were recorded at
15-second intervals (two samples with the NO/NOX analyzer in the NO mode and
two in the NOX mode). Each scan consisted of recording the output of the four
emission instruments, the sample pressure and temperature of each, and the
ranges being used. All of the data were taken within one hour of the last
instrument calibration.
While the emissions were being digitally recorded, they -were also being
manually recorded and converted to engineering units. Each value was examined
for consistency with expected trends, and the emission fuel-air ratio was com-
puted. The measured fuel-air ratio was computed and compared with the emissions
value to determine representiveness of the sample.
At the completion of the emission sample acquisition, the sample was
redirected for a smoke sample. After a one-minute charging of the system and
five-minute "bypass" stabilization, four samples at 3, 4, 7, and 11 liters passing
through the filter paper were made. The sample pressures, flows, and tem-
peratures were also recorded.
9, 5 COMBUSTQR DATA REDUCTION
The punched paper tape from the DS10 (performance data) and DS8
(emission data) acquisition systems was interpreted and converted for transmission
to the Lycoming IBM 360 computer system.
The data were inspected for errors, edited, and processed using the K136
Combustor Performance Data Reduction Program and K135 Emissions Data
Reduction Program. The reflectance of the smoke deposit on the filter paper
was measured with a McBeth Reflection Densitometer and processed using K134
Smoke Data Reduction Program.
9-10
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The punched-cards output from each of the three programs were then
combined in the predetermined format and shipped to Calspan Technology
Products.
9.6 COMBUSTQR DATA
The combustor data (Appendix B) obtained during the rig test program
were transmitted to Calspan for analysis.
9-11
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10. 0 ENGINE VERIFICATION TESTING
10. I GENERAL
The engine test portion of the program was conducted on a standard
ALF 502 Lycoming turbofan engine under varied uncontrolled inlet conditions to
obtain emissions data over the full power range. Tests were run at seven power
levels under seven different ambient conditions.
The installation of the engine was in accordance with Lycoming's normal
procedures, and the engine carried the standard compliment of performance
monitoring instrumentation in addition to the emissions measurement equip-
ment. The test cell and facilities and operational procedures are described in
detail in this section.
10.2 TEST FACILITIES
Eighteen engine test cells of various configurations are available at the
Avco Lycoming Stratford facilities for sea-level testing of turboshaft, turboprop,
turbojet, and turbofan engines both indoors and outdoors. One of the indoor
facilities, the T13 in the Building 16 complex was used for this test. The test
cell (a U-type configuration) is shown schematically in Figure 10-1 with the
engine suspended from a Osmond thrust bed with a range of 0-'10,000 pounds
and an accuracy of +_ 0. 1% full scale. A. bellmouth mounted to the engine inlet
and pressure and temperature instrumentation located in the engine were used to
determine engine performance.
The engine is connected to the various control and instrument systems
illustrated in Figure 10-2.
The test cell fuel system uses fuels drawn from a 378, 500 liter fuel
drum. Sound attenuation equipment is installed within the intake and exhaust
sections capable of passing 600 Ib/sec of air with attenuation of 130 to 90 db
outside the cell.
Up to 20 variables are displayed on a CRT just above the console. The
display was updated every four seconds to provide real time monitoring of such
parameters as thrust, ambient conditions, SFC, compressor pressure ratio,
inlet airflow, and high-temperature turbine temperature.
The data acquisition sequence was initiated via keyboard control of
the remotely located acquisition and computing system described in Section 8.
10-1
-------
o
I
N)
Figure 10-1. Test Cell 13 Schematic.
-------
Figure 10-2. ALF 502 Engine Mounting.
10-3
-------
10.3 ENGINE GAS SAMPLING SYSTEM
The gas sampling probe described in paragraph 8.3 was mounted to a
supporting frame at the rear of the engine as shown in Figure 10-3. A 9. 525 mm
(0. 375 in. ) O. D. stainless steel heated line was connected to the probe and
extended down to the base of the stand. A 1 8. 3 meter (60 ft), 9. 525 mm O. D.
stainless steel heated line connected the 1. 83 meter (6 ft) section with the emission
system.
The two sections of sample line are independently controlled by
Dekoron,Model 1660, temperature controllers with thermistor feedback. The
thermistors are located at the end of the 1. 83 meter section away from the sample
probe and at the emission system end of the 18.3 meter section.
The stand was positioned so that the probe aligned with the centerline
of the exhaust nozzle and aligned axially such that the probe legs were within
6.35 mm (0. 25 in. ) of the nozzle. Although the probe tended to separate from
the engine, the nozzle remained within the probe shroud at all operating conditions.
Fuel-air ratio correlation gave no indication of sample dilution by fan air.
10.4 ENGINE TEST PROCEDURES
10.4.1 Pre-Engine Test Checks
All of the instrument and system checks described in Section 8. 0
(the Emission Measurement Technique) were performed prior to each test day.
10.4.2 Acquisition Sequence
Engine data were acquired in the following order: 1) taxi idle (out),
2) takeoff, 3) climb-out, 4) cruise 1, 5) cruise 2, 6) approach, 7) 1/2 idle, and
8) taxi idle (in).
10.4.3 Stabilization
Stabilization was determined by visual observation of the engine operating
parameters at the console and the plotted emissions data. The emissions were
required to remain unchanged for approximately five minutes.
10.4.4 Engine Performance Data Acquisition
The engine performance data were recorded on the IBM 1800 Computer
Data Acquisition System. A sample listing of the data is shown in Figure 10-4.
One scan at each condition was taken.
10-4
-------
o
Ul
figure 10-3. ALF 502 Gas Sample Probe Installation.
-------
o
i
M.F ps
AIR PRFHSIIR.F
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Figure 10-4. Engine Performance Data Listing - Sample.
-------
10.4.5 Emissions Data Acquisition
The emissions data - including hydrocarbon, carbon monoxide, carbon
dioxide, oxides of nitrogen, and smoke - were measured using the DS18
Portable Gaseous Emission and DS16C Portable Smoke Measurement System,
respectively. Both systems are described in Section 8.0. The signals from
the emissions instruments were recorded on the DS8 Portable Digital Data
Acquisition System also described in Section 8.0. Calibration of each instrument
was digitally recorded at the required intervals and checked for shifts in the zero
and span of less than 2 percent as compared with the previous calibration.
Four scans of the data were recorded at 15-second intervals: two with
the NC> analyzer in the "NO" mode, and two while in the "NO" mode. Each scan
X. X
consisted of recording the output of each of the four instruments, the pressure
and temperature of the sample entering the sensor, and the instrument range
being used. Each data point was taken within one hour of the last instrument
calibration.
The emission values were converted to engineering units and used to
compute the fuel-air ratio for comparison with the measured value from the
IBM 1800 performance data.
The emission system was switched to the "smoke sample" mode for re-
directing the sample to the DS16C smoke meter. After the required one-minute
system charging and five-minute "bypass" stabilization, the four samples at
3, 4, 7, and 11 liters through the filter paper were made.
10. 5 ENGINE .DATA REDUCTION
The punched paper tape from the DS8 Digital Data Acquisition System was
interpreted by a photoreader converter system and transmitted to Lycoming's
IBM 360 computer system.
The emission data were inspected for errors, edited, and processed,
using the K135 Emission Data Reduction Program. The reflectance of the smoke
deposit on the filter paper was measured with the McBeth model RD-400 reflection
densitometer and processed using K134 Smoke Data Reduction Program. The
punch-cards output from each was combined with the engine performance data in
the predetermined format and prepared for shipment to Calspan Technology
Products. The indicated core airflow has been adjusted for the bleed air (13%)
at idle and 11/2 idle and overboard leakage (2%) at all conditions. The turbine
cooling air, however, has not been deducted so as to represent the airflow seen
by the gas sample probe.
10-7
-------
10.6 ENGINE DATA
The data (Appendix C) obtained from the engine test program was trans-
mitted to Calspan Technology Products for analysis.
10-8
-------
11.0 DISCUSSION
11. 1 GENERAL
The purpose of the testing accomplished under this program was to
provide combustor test rig and full engine emissions data for later analysis
and correlation. The engine selected was a Lycoming ALF 502 turbofan in the
T-l class category. The testing accomplished provides a wide variation of
operational and ambient conditions which form a substantial data base for sub-
sequent development of ambient correction factors.
The data accumulated from this testing has been reduced in the form of
plots showing general effects and trends of conditions on emission levels. These
plots are presented herein.
11.2 FUEL-AIR RATIO CORRELATION
The criterion used for sample representativeness was the correlation of
emission fuel-air ratio with measured fuel and airflow.
The combustor fuel-air ratio correlation averaged less than 2 percent
at all simulated power conditions.
The engine and rig fuel-air ratio correlation was acceptable at all
power levels. The average percentage differences between the measured and
(F/A - F/A
—•— as G. A. 1 were as follows:
F/AG. A.
Average Diff. (%) Average Diff. (%)
Power Level Engine Test Rig Test
Taxi Idle (out) 2. 7 1.26
Takeoff 5. 4
Climbout 5. 0
Cruise No. 2 1.1
Cruise No. 1 0. 9 - - -
Approach 1.1 1.28
1 1/2 Idle 3. 5 I-25
Taxi Idle (in) 2. 0
The better correlation in the rig testing is due to the more precise
measurement of combustor airflow than is possible in the full engine.
11-1
-------
11.3 HUMIDITY CORRELATION
The two humidity measurement methods used during the combustor rig
test consistently agreed over the range of operation.
Selected voltage values from the two dew point meters (ambient air and
rig air) were input in tabular form of voltage versus degree Centiigrade to the
computer program.
The humidity (R) at each station was computed from its respective
temperature (T, °F) using Equation (1). The polynomial coefficients for the
partial pressure operation was developed using a calculator program (Re-
ference 3) by inputing temperatures and associated values of vapor pressure
over the expected operating range (0°-100°F) from the table of water vapor
pressures presented in Reference 4.
R (Grains of H2O/lb of dry air) = 0. 62192 Pv x 7000 (1)
PBARO "
where Pv (Partial Press.) - 4.58062914+ 3. 327097623E-1T +
1.077633396E-2 T2 + 1. 987127117E-4 T3 +
2. 102836053E-6 T4 + 2. 03975894E-8 T$
and
P (mm Hg) = P (PSIA)x760
BARO BARO T4T696
The frequency output of the turbine elements recorded by the data
acquisition system was also converted to pounds per hour of water by a table
look-up routine.
The water content at the rig inlet was then determined by Equation 2.
W
R (Grains of H2O/lb of dry air) = R + ( J™) .x 7000 (2)
RIG AIR W
where W = water flow (pph)
W
and Wa = air flow (pph)
(3) HP 9820A Math Pac, P/N 09820-70000, Curve Fitting by Chebyshev
Polynomials, Pg. 125-130
(4) Measurements and Data, Vol. 9 No. 5, September/October 1975,
Table 4, Pg. C5-C9
11-2
-------
The average difference between the tv/o measurement methods at
each level of operatior was as follows:
Nominal Humidity Level (Grains) Average Difference (Grains)
25 1.4
35 1. 3
52.5 1.7
70 2.6
105 3.4
175 4.7
11.4 ENGINE/TEST RIG EMISSIONS EQUIVALENCE
11.4. 1 General
The engine verification testing appeared to give reasonably good com-
parison with corrected data generated in the rig test portion of the program.
Since the engine test portion was run under uncontrolled ambient conditions,
direct simulation of all parameters was not expected, nor achieved, between
the rig and engine tests.
In order to compare the equivalence of the engine and rig tests, the rig
and engine points most closely approximating standard-day conditions at the three
common tested power levels have been tabulated. Combustor inlet conditions
were used as the criteria for selecting the closest equivalent performance points,
since the resulting emissions are dependent on these conditions. Table 11-1
presents these combustor performance comparisons and the resulting emission
indexes. Examination of this table shows that there is good equivalence between
most of the combustor performance parameters (independent variables) and
emissions parameters (dependent variables). Some parameters, however, do
not show direct correlation as presented and are discussed below. The differ-
ences in the dependent variable correlations appear due to lack of exact equiva -
lence between the independent variables.
11.4.2 Performance Parameters (Independent Variables)
Combustor Inlet Pressure, P^
Equivalence between the engine and rig is within the expected engine
variability when compared with the engine design parameters.
Combustor Inlet Temperature, T3
The comparison of temperature is good at all three power settings.
11-3
-------
TABLE 11-1. COMPARISON OF ENGINE AND RIG TESTING
Parameters
Test Point
P3 (psia)
T3 (°R)
H (gr H20/Air)
W£ (pph)
W (meas) pps
3.
F/A (measured)
HC E.I.
CO E. I.
NOx E. I.
IDLE
Rig
001145
35.2
684
42.3
349
7.3
.0133
5.46
39.3
2.9
Engine
281117
32.4
691
63.3
365
8. 1
.0125
5.23
42.5
3.0
Diff
+2.8
-7
-21.0
-16
-0.8
+.0008
+0.23
-3.2
-0.1
1 . 5 x IDLE
Rig
002145
40.2
746
44.0
416
10.7
.0108
6.94
46.6
3.1
Engine
282207
39.9
740
63.3
442
10. 1
.0121
3. 19
33.7
3.4
Diff
+0.3
+6
-19.3
-26
+0.6
-.0013
+3.75
+ 12.9
-0.3
APPROACH
Rig
003144
75.2
899
44.9
804
17. 5
.0128
0.78
15.0
5.1
Engine
283307
73.2
905
62. 5
778
17.3
.0125
0.48
10.8
5.8
Diff
+2.0
-6
-17.6
+26
+0.2
+.0003
+0.30
+4.2
-0.7
-------
Absolute Humidity, H
A wide difference between engine and rig humidities exists because
no equivalent engine test points were run.
Fuel Flow Wf
Fuel flows compare well between engine and rig points within expected
engine variability limits.
Combustor Airflow, W3
Airflows compare very closely at the approach conditions, but the idle
and 1. 5 x idle points are different in the engine and rig by between 5 to 10 per-
cent. This variation is due to a combination of engine variability from nominal
values and problems encountered in accurately extrapolating the low-power
engine operating conditions from computer deck printouts of the higher power
points. Engine variability (including measurement error tolerances) can account
for up to 4 percent of the total difference with extrapolation of the rig points
accounting for the remainder .
Combustor Fuel-Air Ratio, F/A
Since fuel-air ratio is a direct function of air and fuel flows, the
variability between engine and rig points is dependent on the same causes as
explained above. As with the airflow, the fuel-air ratio shows excellent agree:-
ment between rig and engine at the approach conditions, less at idle, and a
significant difference at the 1. 5 x idle points.
11.4.3 Emissions Parameters (Dependent Variables)
Figure 11-1 shows CO, HC, and NOX emission indexes for rig and
engine tests as a function of power level. Corrections to the CO and HC indexes
shown at idle and 1. 5 x idle account for the significant difference in fuel-air ratio
between rig and engine test points. These are estimated corrections based on
the trends exhibited during the rig testing results shown in Figures 11-11, 11-12,
11-14, and 11-15 presented in paragraph 11.5.
Taking into account the fuel-air ratio estimated corrections, reason-
ably good correspondence is evident between engine and rig testing. The exact
degree of correspondence can be shown only when correction factors for all the
variables are developed as a result of final data analysis from this and other
similar programs.
Specific comments on the emission index correlations are discussed
in the following paragraphs.
Hydrocarbon Emissions Index, HC E.I.
The HC E.I. shows good consistency between rig and engine at approach
and idle with a difference in both cases under 0. 3 in E. I. number.
11-5
-------
SYMBOLS
10000
8000
6000
4000
in
01
a
UJ
on
100
I RTfi
NOTE:
POINTS MARKED WITH ARROW ( <- ) ARE
CORRECTED FOR FUEL/AIR RATIO DIFFERENCE
BETWEEN RIG AND ENGINE TEST
I I I I I I I I I I I I I I
COMPARISON OF CALCULATED
EMISSION INDEXES BETWEEN
RIG AND ENGINE TESTS
IQ CO O
• • •
00,-
CSJ
CO O
o
CVJ
o
VO
o o
co o
EMISSION INDEX
Figure 11-1. Comparison of Calculated Emission Indexes
Between Rig and Engine Tests.
-------
There is, however, a variation of 3.75 in E. I. numbers between the
rig and engine at 1. 5 x idle. This is not an unexpectedly larger variation for the
corresponding difference in fuel-air ratios between engine (F/A = 0.0121) and
rig (F/A = 0.0108), since rig data showed similar trend as evidenced by Figure
11-12.
Carbon Monoxide Emissions Index, CO E. I.
The CO E. I. shows good consistency at idle, but 1. 5 x idle and
approach comparisons show differences in E. I. number of 12.9 and 4.2, re-
spectively. As with the HC E.I., the 1. 5 x idle comparison between rig and
engine is consistent with that expected from rig data for the difference in fuel-
air ratios as indicated in Figure 11-16. The high value of CO E. I. recorded at
rig approach conditions is slightly outside the range expected based upon rig test
correlation with fuel-air ratio as presented again in Figure 11-16.
Oxides of Nitrogen Emission Index, NQX E. I.
The rig NO levels, although lower than the corresponding engine data
due to differencies in conditions, were of consistent magnitude with engine levels,
and no attempt was made for further correlation.
Smoke Emissions
The smoke levels at the three lower power conditions were too low
for an effective assessment of the relationship between rig and engine values.
11-7
-------
11.5 DATA PLOTS
Figures 11-2 through 11-31 consist of uncorrected data referenced
to parameters affecting the emission levels or pertinent relationships of one
component to the other. No curve fitting techniques were used.
The figures include data from the combustor rig test at each
simulated power level, test condition, and engine emission data. The test con-
dition nomenclature on each plot refer to the engine and rig ambient conditions
indicated in Tables 2-2 and 2-3 respectively.
Figures 11-2 through 11-4 show the rig data correlation of CO
Emission Index (E. I. ) to HC Emission Index at each test condition for idle. 1. 5
x idle, and approach.
Figures 11-5 through 11-10 show the rig test data correlation of
CO and HC Emission Index to T^3 for each test condition for the three power
levels.
Figures 11-11 through 11-19 indicate the relation of each rig
gaseous emission component to the fuel-air ratio.
Figures 11-20 through 11-22 correlate the rig NOX Emission Index
to the combustor inlet temperature (T^) at each rig test power level.
Figures 11-23 through 11-27 show the CO - HC Emission Index
relationship, fuel-air ratio effect (one each component), and T3 on the NOX
Emission Index for the seven engine tests.
Figures 11-28 through 11-31 show each exhaust constituent
measured, including smoke number for the seven engine tests as a function of
referred thrust.
11-8
-------
00
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0
^>
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STU
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
10 11
HC - EMISSION INDEX
Figure 11-2. CO Emission Index Versus HC Emission Index,
Rig Test - Idle.
11-9
-------
O
l/l
60
55
50
45
40
Q
O
0 cr
35
V
IP
30
4'
&$
TEST
CONDITION
X
D
A
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^
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k
0
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a
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0
A
cf
0
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STD
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
10 11
HC - EMISSION INDEX
Figure 11-3.
CO Emission Index Versus HC Emission
Index, Rig Test - 1. 5 x Idle
11-10
-------
o
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d*
•) -5
??
t \
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1 Q
1 Q
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8
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i
y
Q C
v
f
V
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»
rp
r
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a
3
&
A
i
Q
~n
c-
TEST
CONDITION
X
a
A
Q
a
vO
k
Q
b
CH
A
a
V
o
Q
O
0
^
CT
O
Ci
y
^
STD
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
.2 .4 .6 .8 1 .C 1 .2 1 .4 1 .6
HC - EMISSION INDEX
Figure 11-4. CO Emission Index Versus HC Emission
Index, Rig Test - Approach.
11-11
-------
65
55
UJ
I
O
25
630 650 670 690 710 730 750 770
TT3 °RANKINE
TEST
CONDITION
X
D
A
Q
£
v£)
k
Q
k
0
A
€3
V
O
($
O
0
^>
cf
o
Ci
V
^
STD
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
Figure 11-5. CO Emission Index Versus Tt3 Rig Test, Idle,
11-12
-------
GO
00
O
O
60
55
50
45
40
35
30
D
680 700 720 740 760 780
TT3 °RANKINE
800 820
TEST
CONDITION
X
D
A
Q
£)
jO
k
0
b
CP
A
Q
V
o
0
O
0
A
cf
0
D
V
^
STD
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15 v
16
17
18
19
20
21
22
Figure 11-6.. CO Emission Index Versus Tt3 Rig Test, 1. 5 x Idle.
11-13
-------
t.<\
22
LU
z
1— 1
z 18
0
HH
OO
1— 1
5 is
1
o
0 14
12
in
O
D
O
b
A
,
Q
^r
$
*
+
It
L
a
cTj
^
T»
830 850 870 890 910 950 970
TT3 'RANKINE
990 1110
TEST
CONDITION
X
D
A
Q
^
\P
k
O
k
Qi
A
Q
V
O
^
0
0
<^
cf
o
k
V
^
STD
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
Figure 11-7. CO Emission Index Versus T.^ Rig Test, Approach.
-------
\
-------
\f.
11
10
9
X
LU
O
= 8
»— i
z
o
00 7
oo
HH
s:
Ul
1
o
1C
c
4
3
2
O
D
O
A
^
••
_
-*
&
*V
*
0
^^
<
^
o
^
vvU
?r
630 650 670 690 710 730 750 77
TEST
CONDITION
X
D
A
Q
^
jO
(^
O
^
QJ
A
Q
V
Q
O
0
^>
cf
0
Ci
V
*
STD
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
TT3 'RANKINE
Figure 11-9. HC Emission Index Versus Tt3 Rig Test, 1. 5 x Idle,
11-16
-------
OO
C/)
1 .65
1.45
1.25
1.05
0.85
0.65
0.45
0.25
O
a
XQ
Q
O'
CH
830 850 870 890 910 930 950
TT3 8RANKINE«
970
990
TEST
CONDITION
X
D
A
Q
^
JO
k
0
k
Qi
A
a
V
o
^y
O
0
A
CT
O
ft
V
^
STD
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
Figure 11-10. HC Emission Index Versus T^ Rig Test, Approach.
-------
x:
UJ
Q
L(J
~\ n
0
n
?
.0
<
0 .01
-------
X
UJ
a
^~«
A O
/\
LJ
J
£
10 .0
I
_/
0
7
CH
0
12 .01
TEST
CONDITION
X
D
A
Q
£)
JO
k
0
k
EH
A
O
V
c-
V
O
0
^>
cf
0
£$
V
^
STD
01
02
03
04
05
06
07
00
09
10
11
12
13
14
15
16
17
18
19
20
21
22
FUEL AIR RATIO - EMISSIONS
Figure 11-12. HC Emission Index Versus Fuel-Air Ratio,
Rig Test - 1. 5 x Idle.
11-19
-------
O
1/5
L .U
i r\
OA
cn
Aft
?n
. 1 0
. (Jo
.04
.0
*k<
0
L
0 .01
i *
[7
r
^ O
y
CH
2 .01
®
4 .0
O
V
\
)
6 .0
»• 41
V
8 .0
TEST
CONDITION
X
D
^
O
ft
jQ
k
0
k
CH
A
a
7
^
^
O
0
A
CT
0
D
V
^
STD
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
FUEL AIR RATIO - EMISSION
Figure 11-13. HC Emission Index Versus Fuel-Air Ratio,
Rig Test - Approach.
11-20
-------
60
50
40
o
I—t
00
O
CJ
30
20
.010
00
.012
.014
.016
FUEL AIR RATIO - EMISSION
TEST
CONDITION
X
D
A
O
£)
JQ
k
0
b
Qi
A
O
V
o
V
O
0
^>
cf
o
D
V
^
STD
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
Figure 11-14. CO Emission Index Versus Fuel-Air Ratio,
Rig Test - Idle.
11-21
-------
X
ILJ
Q
o
I—I
oo
i
o
DU
50
40
30
20
0
Js^vS
\
' ^
<
, JU
0*
V
£
/*
•
rf p
^ y
>
^
.007 .008 .010 .012 .014
TEST
CONDITION
X
D
A
Q
<3
vO
k
0
k
QJ
A
a
V
o
Q
O
0
£>
cf
0
Q
V
^
STD
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
FUEL AIR RATIO - EMISSION
Figure 11-15. CO Emission Index Versus Fuel-Air Ratio,
Rig Test - 1. 5 x Idle.
11-22
-------
30
20
X
UJ
o
10
I
o
p
a?
O-
v-
,010
.012
.014
.016
.018
.020
TEST
CONDITION
X
D
A
Q
£)
vP
k
0
k
Qj
A
a
V
o
$
O
0
^>
cf
o
Q
V
^
STD
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
FUEL AIR RATIO - EMISSION
Figure 11-16. CO Emission Index Versus Fuel-Air
Ratio, Rig Test - Approach.
11-23
-------
X
UJ
Q
OO
C/l
X
o
•J
l\
3
2
0°
O, xo
e
o
^
y
£3
tf
o 7
010 .012 .014 .016
FUEL AIR RATIO - EMISSION
TEST
CONDITION
X
D
A
Q
£j
v£>
k
O
N
QJ
A
O
V
o
0
O
0
^>
of
0
Q
V
^
STD
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
Figure 11-17. NO Emission Index Versus Fuel-Air Ratio,
RigxTest-. Idle.
11-24
-------
X
LLl
Q
CO
CO
X
o
008
.010
.012
.014
FUEL AIR RATIO - EMISSION
TEST
CONDITION
X
D
A
Q
^
jO
k
Q
^
r\J
A
a
V
o
^>
O
0
^
CT
O
Q
v
^
STD
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
Figure 11-18.
NO Emission Index Versus Fuel-Air
Ratio, Rig Test - 1. 5 x Idle.
11-25
-------
on
1/1
6
c
4
3
CH
o a
A 9x 7
KP Q "
u a
O
°k.
^T
®
O
^
* 41
V— - 81
010 .012 .014 .016 .018 .0
FUEL AIR RATIO - EMISSION
TEST
CONDITION
X
D
A
Q
^
JO
^
O
k
Qi
A
a
Y
-------
X
UJ
Q
QJ
I
X
o
§
500
600 700
TT3 °RANKINE
800
900
Figure 11-20. NOX Emission Index Versus
Rig Test - Idle.
TEST
CONDITION
X
D
A
Q
£)
JO
k
Q
^
CH
A
O
V
o
($
0
0
^>
cf
o
Q
V
^
STD
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
11-27
-------
X
LU
CO
oo
X
o
600
700
800
900
TT3 "RANKINE
TEST
CONDITION
X
D
A
Q
^
\P
k
O
k
CH
A
O
V
O
V
O
0
^>
cf
o
Q
V
^
STD
01
02
03
04
05
06
07
08
09
10
11
12
13
M
15
16
17
18
19
20
21
22
Figure 11-21. NOX Emission Index Versus Tt3,
Rig Test - 1. 5 x Idle.
11-28
-------
X
O
800
900
1000
1100
TT3 'RANKINE
TEST
CONDITION
X
D
A
Q
(^
JO
k
O
k
Qi
A
Q
V
O
V
O
0
^>
CT
O
ft
v
^
STD
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
Figure 11-22. NO Emission Index Versus Tt3,
Rig Test - Approach.
11-29
-------
3U
45
dn
35
30
n r
L D
20
1 C
i n
<
<
n '
i
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*
&
N
-------
1.0
.6
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z
o
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.08
.06
.04
.02
rn O ^
f& ^O
%
k
A @
Ob
b
^
M
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5 *
0 0
N
/N
^/
yv
TEST
CONDITION
C
c
C
£
t
c
p
\t
) 22
J 23
> 24
i 25
i 26
i 27
> 28
r\
A
A
O.
N
yvm
n r\
U-A$
s^
09 .011 .013 v.015 .017 .019 v".021 v .02
FUEL AIR RATIO - EMISSION
Figure 11-24. HC Emission Index Versus Fuel-Air Ratio,
Engine Test.
11-31
-------
40
20
10
8
6
X
LkJ
S 4
O
ol
S 2
o
t->
1.0
.8
.6
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£°&
^ Q
^ Or\
t
TEST
CONDITION
0 22
D 23
O 24
A 25
b. 26
b 27
0 28
A
V
(ffiy\
***
n
.009 .011 .013 .015 .017 .019
FUEL AIR RATIO - EMISSION
.021
.023
Figure 11-25. CO Emission Index Versus Fuel-Air Ratio,
Engine Test.
11-32
-------
1/1
l/l
IU
8
6
4
2
.0
0
0
*.
1
<
0
^
o
TEST
CONDITION
0 22
D 23
O 24
A 25
L 26
b 27
0 28
09 .011 .013 .015 .017 .019 .021 .02
FUEL AIR RATIO - EMISSION
Figure 11-26. NO Emission Index Versus Fuel-Air Ratio,
Engine Test.
11-33
-------
10
X
UJ
OO
OO
X
O
A,
v<
Q-^
f\
^iflW
0
0
0 «
'
A
V
^
TEST
CONDITION
O 22
D 23
O 24
A 25
k 26
k 27
0 28
600
700
800
900
1000
1100
1200
TT3 °RANKINE
Figure 11-27. NOX Emission Index Versus Tt3, Engine Test.
11-34
-------
O
l/l
10.0
8.0
6.0
4.0
2.0
1 .0
.80
.60
.40
.20
.10
.08
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c
c
e
3
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3
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C
C
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a
3
3
a
c
c
c
c
TEST
CONDITION
O22
D 23
O 24
A 25
k 26
b 27
0 28
REFERRED THRUST - FN/6
Figure 11-28. HC Emission Index Versus Referred Thrust, Engine Test.
11-35
-------
ou
20
10
8
6
UJ
o
z
4
•z.
0
1— 1
^ 2
UJ
1
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° 1.0
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rv i— i i— i
Q- C£
3 !
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0
1
1
1
1
1
4
ec
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-------
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LU
O
l/l
in
IU
fi
4
ft
R.
:
•
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1 ft
w«
1-
=3 U.
o u.
CO O
s: LU
-I «t
tJ 1-
i
1
1
t
1
•
TEST
CONDITION
O
a
0
A
k
22
23
24
25
26
27
28
oooo o oooo
oooo o oooo
^r^ocoo o oooo
r— C\J ^ VO CO
REFERRED THRUST - FN/6
Figure 11-30.
NOX Emission Index Versus Referred Thrust, Engine Test.
11-37
-------
28
20
16
12
DO
Q
TEST
CONDITION
O
D
O
A
k
&
0
22
23
24
25
26
27
28
1000
2000
3000 4000
5000
6000 7000
REFERRED THRUST - FN/.5
Figure 11-31. Smoke Number Versus Referred Thrust, Engine Test.
11-38
-------
APPENDIX A
FEDERAL REGISTER CORRESPONDENCE
Appendix A includes the letter of 31 August 1976 from the EPA in re-
sponse to Lycoming's letter or request for deviations from the procedures
stated in Title 40, Part 87, of the Federal Register.
-------
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
ANN ARBOR. MICHIGAN 48105
August 31, 1976
OFFICE OF
AIR AND WATER PROGRAMS
Mr. A.L. Ledewitz
Contract Administrator
AVCO, Lycoming Division
550 S. Main St.
Stratford, Conn. 06497
Dear Mr. Ledewitz:
Enclosed is a response to your letter requesting deviations from the
prescribed test procedure as contracted to AVCO Lycoming in Contract
Number 68-03-2383 "Determination of the Effects of Ambient Conditions on
Aircraft Engine Emissions by Combustor Rig Testing". This enclosure
presents a response to each variance requested with a statement of
acceptance or rejection for that request.
Modification to content of the contract for incorporation of these
revisions, is unnecessary since these modifications are within the
stated authority of the Project Officer. These revisions provided shall
therefore be incorporated into the performance of this contract.
Sincerely yours,
Gary Austin, Project Officer
Standards Development and Support Branch
cc: Albert Ahlquist..
A-l
-------
Determination of the Effects of Ambient Conditions
Contract Number 68-03-2383
This nemo presents a response to AVCO Lycomir.g's request for
variance to the Scope of Work of the subject contract. The contract
requires that "Emission Measurements are to be conducted utilizing
the instruments and measurement procedures specified in the Federal
Register of July 17, 1973, pages 19088 through 19103. It is mandatory
that this procedure be completely adhered to during every test, exce.pt
where variance is granted by the project officer...".
Section 87.62(a)(l) Test Procedures (propulsion engines)
AVCO request - Delete the entire subsection
Response - This sub-section cay be deleted in its
entirety except for the first sentence of the second
paragraph. This sentence modifed slightly shall read
as follows; Actual power setting, that when corrected to
standard day conditions, corresponds to the contracted
percent of power.
Section 87.6A(d) Component description (exhaust gas analytical
system)
AVCO request - Delete for coiabustor rig testing
Response - This section shall not be deleted because it is
essential ir. the understanding of the sample arid analytical
system.
Section S7.64(c)(1)(ii)(d) (axial sampling plane)
AVCO request - None
Response - AVCO did not request that this section be deleted
but in reference to their request that section 87.6A(d) be
deleted it is clear that they were referring to this section.
• This section shall be deleted.
Section 87.67(a) Sampling Procedures
AVCO request - Modify Sub-section (a)(1) through (4) as follows:
A "series of measurements" encompasses the testing made on a
single test item (engine or conbustor) in each separate installation.
However, many of the listed checks will be nade more often than
once each series. The frequency of the checks to be run under this
Paragraph, No. 87.67, will be as follows while testing.
A-2
-------
(a) (1) Daily
(a) (2) Daily
(a) (3) Hourly
(a) (4) Hourly
Response - Rather than respond directly to the AVCO
request the sub-section has been rewritten for this
coinbustor rig test as follows.
Section 87.67(a)
(1) Check the sampling system for any leaks that could
dilute the exhaust gas. Replace or clean sanple line filters
daily or more frequently if necessary to insure the integrity of
the sample.
(2) Zero and Span Check.
(i) Introduce the zero grade gas at the same flow rate used
to analyze the test samples and zero the analyzers. Obtain a
stable reading on each amplifier meter and recorder. Record
Readings. • .
(ii) Introduce span gases and set the CO and CO- analyzer
gains, the HC analyzer sample capillary flow rate and electronic
gain control, if provided, and the NOx analyzer high voltage
supply or amplifier gain to match the calibration curves. In
order to avoid corrections, span and calibrate at the same flow
rates used to analyze the test samples. Span gases should have
concentrations equal to approximately 80 percent of each range
used. If the gain has shifted significantly on the CO or C0«
analyzers, check tuning. If necessary, check the calibration.
Show actual concentrations on chart. Log the gain readings.
Record reading.
(3) If the zero or span of subparagraph (2) has shifted re-
zero and then re-span analyzers. Record new readings. Upon
completion of the re-span check zero.
(4) Zero and Span check of subparagraph (2) and (3) shall
be performed at the end of the test but not less than once per
hour.
Section 87.67(a) Sample Procedures
AVCO request - Sub-section (a)(5)
Change "2 seconds" to "approximately 10 seconds". Add
"Residence time in sample line, between sample probe and
emissions data acquisition system cabinet, must be under 2
seconds as computed by line length, diameter, and measured
flow".
A-3
-------
Response - This section is in the process of being modified
through Technical Amendment to the aircraft emission regula-
tions. The modified procedure shall be used in place of the
present section. This procedure is:
(5) Check the sample system line temperature. Also check
the emission measurement system response time using the following
procedure:
(i) In_addition to the requirements or paragraph 87.64, the
sample system transport time shall be rechecked each time the
emission measurement system is modified in any manner which may
reasonably be expected to change the sample system transport
time.
(ii) The emission measurement system response time shall
be checked. Introduce an HC span gas at the sample probe and
measure the time it takes for the instrument to respond to 15% of
span concentration. The emission measurement system response
tine shall be 7 seconds or less.
(iii) Repeat (ii) for the CO, CO., and NOx instrumentation.
The emission measurement system response time for these instruments
shall be 7 seconds or less except for the NOx, chemiluminescence,
instrument which shall have a response time of 9 seconds or less.
(iv) Th£ results of (ii) and (iii) must compare with the
emission measurement system respor.se times of the previous test
within T 1.0 second.
Section 87.67(a) Sample Procedures
AVCO request - Subsection (a)(6) & (10)
(6) Continuous Monitor
(10) Hourly
Response - Both of these requests follow the requirement
of the federal regulations and the testing requirements
of this program ar.d are therefore acceptable.
Section 87.67 CD)(2) Sample line contamination
AVCO request - Change: "Check sample line for contamination
each time the instrument zero and span points are checked" is
to read "Check sample line for excessive contamination
before, and after, each series of measurements".
A-4
-------
Response - The sentence of concern shall be modified to
read as follows "Check sample line for contamination
before, and after, each series of measurements". All
other parts of the section shall remain the same.
A-5
-------
APPENDIX B
COMBUSTOR DATA
-------
tt
I
,-'' COMBUSTOR RIG TEST
IJAI fc
1/18/77
INSTRUMENT OPFRATCR
TP.F-MRLE. Y
FNGINF MANUFACTURER
LYCOMINC,
FUEL IDENT .
JET-A HC RAT 1C 0^160
ORIFICE AIRFIOW LE/SE
r 7.3
SIMULATED THPLST LfiS
400.0
C
SIMULATED 1MI ET PPESSLKh HU
14.606
SIMULATED INLFT TENPE F ATUP F
518.7
SPECIFIC HUMIDITY GR«
42.3
INS/LP
F ILT6R PKJ fl . i£5 *• I
CLEAN CK SMC.KF ^NHFR 0
SMOKF MUMPER VCL.-LI
[ IS
^ • -^
GASEOUS FMISSFCNS
F
RANGE
INSTR GAS TEMP 1
H AW VAI U»: f V
GAS CDNfFN FPM(C)
GAS f.ONCFN PC.T C
EMISSIHN INPFX'
FUEL-AIR PATir? C
1C
KC
2
53.
15C.4
. P. 1 5 C
5.46
.C134
C A T A T C T N
C0114?
MODEL
ALF-5C2
FUEL FLfk
PT3 PSIA
35T2
FUEL-MR
0.0133
PS I A
TC TEG. RANK
CRY A IP
T
PPH
PATIC MEAS.
IKE
TFPS FLCU-CFM PRESS
~3TO~ (T.
I I
«4. 64.
55C.6 1CC7. 1
13.4 24.5
C.CC13 C.CC24
1.6 2.9
001145 -
CO! 14 5 ~
CC1145
CC1145
" 001145"
C01145
CC1145
K~ COT145"
CCU45
C01145
— "001145
001145
00 1 14 b
001145
001145
001145" '
CCU45
C01145
CC114b
CC1145
COll 4 5- -
CC1145
001145
C01145
C01145
001145
' "C01145'
001145
0011.45
CC1145"
C01145
CC1 145
CC1145-
C01145
-------
w
I
COMBU.STOP P- IG TFST
DATE
1/20/77
INSTRUMENT PPERATCR
TRFMBLE Y
ENGINE MAKMJFAf U'RER
LYCHMING
FUFL IDF/NT.
JET-A HC PATIO C.16C
ORIFICE AIRFLOW LP/SEC
"10.7 " " "
SIMULATED THPLST LBS
600.0
14.606
SIMULATED INLET TEMPERATURE
51 8. 7" "
SPECIFIC HUMIDITY GRMNS/LP
44.0
' FILTER ARFA .~3P5 *I
CLFAN CK SMCKE NUMPFR 0
SMC1KE NUMPFP VfL.-LI
f . - 2.;3
2.3
2.3
" 4". 5 -- -
GASEOUS FMISSFCNS
Fin
INSTR GAS TEMP 153.
R AW" V Al UF MV " IV . 4
GAS CONCFN PPM(C » 152.1
GAS rrwrFN PCT o.ci^z
FMTSSIPN INDEX ' •" £.<;4"
FUEI.-AIP PAT in C.C1C7
TATA TTI
CC2145
MODEL
ALF-502
FUEL FLCfc HHh
416.
PT3 PSIA
40.2
FUEL-AIR
0.01CB
-p*I-A"
TC DEC. FAN
TRY MR
RATIC MEAS.
KINE
TEFS FLCW-CFV PPFSS
-3;o — • C-.SQ-
4.0 C.50
7.C 0.50
CD
3
56.
50P.C
C.05f P
46. t
NCIR
- roz —
2
56.
21259.7
2.1260
3063.
TFST CFLL
1
TFS1 DPERATCR
EhAPCT
SFRIAL MJMRER
LF04
r'AMFCLD FUFL TEMF FAK"
225. 9
TT3 CFG.PANKINF
745. «3
- -,-—
.-PSI* TENF. DEC.FAI-
11.270 -" 76. C~
11.27C 16. C
11.320 77.0
11. 3' 0 ~~ "77. C~"
CHEM THEM
KC "NCX
I I
£4. 64.
45C.6 <>(.£. 4
10.3 2C.8
O.CC1C C.CC21
002145
CC2145
002145
002145
C02145
C02145
CC2145
C02145
OC2145
CC2145
002145
CC2145
C02145
C02145
OOP145
CC2 145
T102145-
C02145
002 145
CC? 14 5^
C02145
C02 145
002145
C02 145
002145
002145
CC2145
COZ 145
C02145
COZ145
C02145
CC2145
CC2 145
CC2145
CC2145
002 145
-------
td
COMBUSTOR RIG TEST
' DATE
1/20/77
INSTRUMENT DPERATCR .
TRTMRLEY
ENGINE MANUFACTURER
tYCOMING
FUFL TDFNT.
JET-A HC PATIO C.160
nPIFlfF AIRFLOW LR/SEC
17. *> ~
SIMULATED THRUST LBS
1950.0
SlMiJLATEO fl\ii_E l Hkt b bLRE Hf!
14.696
SIMULATED INLET TFMPEFATUPE
5 1ft. 7
SPECIFIC HUMIDITY GRMNS/LB
44.9
L AI A F
CC3144
L I N f
NCDFL
ALF-5C2
FUFl. F
804.
FT3 FS
75;?"
FUEL-/*
0.0127
Pi 11 A
TH CEG.P
CRY AIR
' FILTER AREA .38* SI
CLEAN CK SMCKE NUMBER C
SMDKF NUMHFP VCL.-LITFFS
lu.v
6.7
io,«;
GASEOUS FMISSfCNS
FIC
Ul-t
PANGF 1
INSTR GAS TEMP 152.
PAW VALUfc MV 2't. /
GAS CDNCFM PPM(C) 19. <3
GAS CHNCFN PCT C.CC2C
FMTS^mH INDEX ~ ' ' C'."7fl "
FUEL-AIR RATTH C.C125
J.(J
4.C
l.C
i~r.cr
NDIR
- co
2
417.9
191.2
C.C1S 1
~ 15.0
LLW FHh
IA
IR RATIC NEAS
AM< INE
FLCU-CFN PPFS
U.fiO
C.?2
C.52
NOFR
CH2
2
59.
2^436.3
2.5438
Ih5l thLL
1
TEST GPEPATQR
SPRIAL NUNPER
NANIMlLfJ FUEL 1 bMP FAH
227.4
TT3 HEG.PANKINE
89H.5 -
S.-FSI* TFMF. DEG.FAH
11.17C "77.0
11. ^C 17. C
11.370 77. C
11.37C ~ ' 7ff.C "
ChEM CFEVI
' K'O •" SOX ' '
2 2
64. 64.
21. C 4C.O
n.rcri C.CC4C
4.C 5.1"
003144
C02144
CC3144
002144
C02144
— CCTI44
002144
C02144
'002144
CC2144
003144
"C"03T44
003144
CC2144
"002144
C03144
CC2144
C011 4 4 ""
C02144
CC2144
003144
CC3144
C0?144
003144
CC3144
CC1144
003144
CC3144
CC3144
C03144
003144
C03144
GC2144
-------
L
r.OMBUSTOR PIG TEST
DATF -
2/ 1/77
INSTRUMENT DFERATdR
TREMRLEY ' ' ~
ENGINE MANUFACTURER
LYCQMING
FATA Ftnin
191135
FTDEL
ALF-5C2
TUFT FLTW
285.
PT3 PSIA
- 30.e-
FUEL-AIR RATIO KEAS.
C.0122
W
i
JET-A Hf PATIC C.158
ORIFICE AIRFLOW LE/SEC
6.>5 ... , , _
SIMULATED THRbST LR5
400.0
SIMULATED—mtrr pRes-«tRE™Ftr-p*TA
12.7M
SIMULATEO INI FT TEVPFFATUPE TC HEG.PANKINE
"478.7 - "
SPECIFir HUMIOIIV GRAINS/LB PRV AIR
24.9
-TEST rFLt
1
TFST OPEPATCP
EHAFHT
SFRIAL ^U^'6ER
LF04
-MAN1FPLT
226.5
TT3 flFG.RANKJNF
£37.0
1S1135
"T91T15-
191135
191135
I«5in5
191135
191135
191135
191115
191135
191135
1S1135
191135
191135
19L135
-191135
1^1135
191135
f.lEAN
SMOKF
CK SMCKF
NUMPFP
" -2-.3—
0.0
0,0
NUMPEP 0
VCL
GASEHIJS FMISSICNS
RANGE
INSTR
GAS TFI^P
GAS rPNf.FN PPM(f )
GAS CHNCFN PCT
EWISSK'N 1NDFX
FUEL-AIR RATIO
FLCW-CFM PRESS.-FS1A TEMF. DEG.FAh
C.50"
C.5C
C.«50
CT50
NCIR
CC2
2
59.
«51.3
24403.5
2.4404
3C48.
11
11
11
11
358
?a?
233
213
16. c
75. C
OFN I
NC
1
64.
CHFMI
G.CCIC
I
64.
rcrn
i
O.OC20
2.6
. 5
191135
19113?
191135
191135
191135
191 11?
191135
191125
191135
191135
191135
191135
1^1135
191135
191135
191135
-------
0)
I
r COMRUSTOR RIG TEST
3/ 3/77
INSTRUMENT PPFRATTR
TPEMBL'FY "
ENGINE MANUFACTURER
LYf. OWING
FUEL IDbNI .
JET-A Uf PATIO C.158
OPIFTTF AIRFLCW L8/SFC
SIMULATED THPLST LBS
400,0
SI MULATTO"' TNLbT FhESSlRF F
14.69ft
SIMULATED INLET TFMFEFATUR
I A 1 A (-CIK
C11135
NCDEL
ALF-5C2
FUtL FLCW
330.
FT3 FSTA
J3, I
FUEL-MR
0.0122
C I- S I A
E TC DEC. RANK
t
PHM
R/STIC PE«S
IKE
Ib'SI TELL
1
TEST CPERATCR
"•EKAPCT
SERIAL NUMBER
LF04
fflN IFfLC 1-UtL
226.7
•
~ 478.7 ' ' ' ' ' '
SPECIFIC HUMIDITY GRAINS/LB DRY AIP
24.7
FIlTck AKhA . Jfc5 SI
CLEAN CK SMOKE NUPRER 0
SMflKE NUMBER VCL.-L
0.0
4.5
6.7
b. i
GASFflUS EMISSICKS
Fin
UI-L
RANGE 2
INSTR GAS TEMP 154.
RAW Vfll Mb MV 28.?
GAS CDNCFN PPM(C) 246.3
GAS CONCFN PCT C.C246
EMISSION INDbX S.B1
FUEL-AIR RATIC C.C122
ITEFS FLCVg-CFM PRES
3.C
7.C
1 l.C
NDIR
CO
3
66.
467.2
618. P
C.Cfel<3
O.bO
C.50
C.50
C.bO
NCTR
2
66.
24226.3
2.4226
3055. -
S.-PSIA TEKF.
•"IT.42'2
11.422
11.422
11.4H
ThEPT ChEM
"NO " ' ~~KT)r
I 1
64. 65.
c.ccr.q c.cc
1.2 • 2
011135
O I 1 I 3 5
C11135
C11135
UlllJb
011135
011135
*tMP f-AH C11135
011135
E 011135
01 11J5
011135
011135
C 1 1 135
011135
C11135
Oil Ub
011135
011135
t ; i 1 1 J 5
CU135
DEG.FAH C11135
//.O 011135
77.0 OH135
77.0 011135
77. C C11135
011135
I C11135
011135
C1U35
011135
H CllUb
21.0 C11135
21 C11135
.8 " 011135
C11135
-------
COMBUSTOR RIG TEST
!
I
3/ 3/77
INSTRUMENT nPFPATf.P
TPFMRLFY - -
ENGINE MANUFACTURER
LYC.nMING
-FUEL TRENT.
JET-A Hf. RATIO C.158
ORIFICF AIRFLOW LP/SEC
8.1 - . --- -
SIMUI ATED THRLST LBS
400.0
-S-TMULATfO
15.855
SIMULATED
470.7
SPECIFIC
24.9
PIL-TFR- ARE-A
ClFAN CK SMOKE
SMOKE NUMBER
- o.o —
2.3
4.5
151135
•ALF-5C2
-FUFL
355.
FT3 PSIA
-37.«T
FUEL-AIR
C.01P1
CFIL
1
TEST CPFRA1CR
EHAPCT "
SERIAL NUMBER
LFC4
-M A N T F nt. D
TT3 CEG.PANKINE
£38.5 -
RMIC PEAS.
INLFT TFMPEFATLRE TC nEG.PA^KI^F
HUMIDI1> GR4IN5/LE CRY AIR
SI
C
VCL,
-L ITFRS
" 3.0
4.C
7.0
11". 0
GASEOUS
i
i
L. „
RANGF
INSTR HAS TFMP
PAW VALtIF KV
HAS CONfFN PFM(f)
GAS rnNCFN PTT
FMISSIPN INDtX
FUEL-AIR RAiir
F in
UHC
2
154.
211 .3
O.C2 11
8.46
C.C121
NDIR
en
3
571.C
C .057 1
46.C
FLCW-CFf
C.50
C.50
C.50
C.50-
CG2
2
t -3
* — .
?48.
24 l
2 . 4 I
3065
PRESS.-FSIA
11.423
11.472
1 1.472
11.472
ChEM
1
£4.
402.C
c, 5
C.CC 1C
1.3
TEPF. DEG.FAH
76.C
16.0
CHEMI
NOX -
I
64.
T31.-4
22
C.CC22
2.9
151135
------ 151135"
15113'
151135
------- 151135-
151135
151135
TAB — 1511-35-
151135
151135
~ ---- 151135
151135
151135
_ ---- 151135
151135
151135
-- 151135
151135
151135
-- T51135--
15U35
151135
151135
151135
151135
151135
151135
151135
151135
151135
15U35
151135
151135
151135
151135
-------
CO
CGMBUSTOR HIT. TEST
DATE
1/20/77
INSTRUMENT GPERATHR
TPEMRLFY
ENGINE MANUFACTURER
LYCOM1NG
FUEL IDFNT .
JET-A Hf RATIG C.160
ORIFICF AIRFLOW LE/SEC
' 7.4
SIMULATED THRUST LES
400. 0
SIMULATED INLET PRESSURE
14.696,
SIMULATED INLET TFMPEPAT
SPECIFIC HUMDITY GRMNS
24.9
F ILTER ARFA .3E5 SI
CLEAN f.K SMOKE KLMDEP 0
SMOKE NUMPEP VCL.
2.3
2.3
2.3
GASEOUS EMISS1CKS
FTP
UH-
RANGE 2
INSTR GAS TFMP 15?.
RAVI VAI.UF MV ' 20.
GAS fONCFN PPM(C» 24T
GAS CTMCFM PfT O.C2
EMISSION IMOrX ~ 9.C
FUEL-AIR RATIO C.C1
CA ( A F(.l fv I
021 135
NCDEL
ALF-5C2
FUEL FLOW PFH"
FT3 PSIA
35.1
FUEL-AIR PATlfl
C.0127
PO PSIA
LRE TC HEG.PAKKIKE
/LB CRY AIR
-LITERS FLCW-CFM
3.0 C.50
4.C C.50
7.C C.52
1 1.0 C.bO
^DIR NTIR
cn -~cnz
3 2
55. 55.
6 vi6R.6 573.
.5 635.2 256
40 C.f.635 2.56
29
TEST TbLL
I
TEST OPERATOR
b h A P U 1
SERIAL NUMBER
LF04
MNIFCLD FUFL TFMP f-AH
225.5
TT3 CEG.RAM<1NE
656.8
NEAS.
PRESS. -FSIA TEP". OEG.FAH
11.26U 74. C
11.210 14. C
11.34C 75. C
fl-ENT CFEMI
NU MIX
1 I
/ 415. H 914. b
27.5 10.3 22.6
27 C.CC1C O.CC23
1.3 2.fi
021135^
021135
021135
C21135
C21135
C
-------
CCIMQUSTOR PIG TEST
1/20/77
INSTRUMENT CFEPJTCP
TREMBLFY
ENGINE MANUFACTURER
j LYCOMTNG
FUEL IDENT. ' '
JFT-A HC RATIO C.160
ORIFICE AIRFLOW LP/SFC
r 7.3 • - -- — -
1 SIMULATED THRLST LBS
400.0
" ~S"IMULATErr-TtlLFT"~PP^«*CrFE~~P
1 4.696
SIMULATED INLFT TENPERATL'R
SPECIFIC HUMIDITY GRMNS/L
W 33.7
oo "FILTER APFA ,3F5"5I
CLEAN CK SMOKE ^MEFR C
SMOKE NUMBER VCL.-L
2.3 - -- - '
2 '.3
" ' f- .7
GASEOUS F^ISSICNS
F 1C
"" UF-C '
PANGF ' 2
INSTR GAS TEVP 152.
RAW VAIUF'MV ' " ?7.6
GAS COMCFN PPV(C) 216.4
GAS CONCFN PCT C.C216
EMISSION INDEX R.15
FUFL-AIR PATIO C.C129
C61135
NCDEL
A1.F-5C2
33^3.
FT3 PSIA
35.1 -• - -
FUEL-AIR PATIC MFAS.
C.012S
n p s T A
F TC nEG.PflM
-------
td
i
o
, TOMBUSTOR RIG TEST
DATf-
1/20/77
INSTRUMTNT PPERATCR
TRFMBLF.Y
ENGINE MAI«UFACTIRER
LYCDMFNG
FUEL H)ENT.
JFT-A Hf PATIO C.160
OPlFir.F A1RFLTW LR/SEf
SIMULATED THRLST LRS
400.0
SIMULATED INLET PRESSLKE PL
12.761
SIMULATED INLET TEMPEFA1URF
SPFCIFK HUMIDITY GPAINS/LB
53.3
F ILTFR ARt A . 3H5 S I
CLEAN CK SMGKF MMREP 0
SMOKE NUMBER VCL.-LI
0.0
C.O
2.3
GASEOUS FMISSTCNS
FID
UhC
PANGF 2
IMSTR GAS TEMP 152.
RAW VALUh MV •<>. t
GAS fONf.Fr OPM(C) 1R5.7
GAS rONCFfi PCT C.CH6
FMISSTDN INOEX" fc.^ft
FUFL-AIR PATIH C.C120
T«TA FUTTVr'" '
201145
NPOEL
ALF-502
FUEL FLTW PFH
302.
PT3 FSIA
30.5
FUEL-AIR RATIC MEAS
0.0134
P* I A
TC DEG.P/NKINE
CRY AIR
TERS FLCK-CFP PRES
3.0 G.5C
4.C C.50
7.C 0.4fl
TI. C C i 513
NDIR NCTR
TO" CP2
3 2
56. 5«.
573.7 25918.1
C.C514 2.c-c.lfl
- 43.2- T06<3.
IbSl LfcLL
1
TFS1 PPERATFR
EHAPCT
SERIAL ^UMPER
LF04
^ANIFCLC FUEL TEMP
225.6
TT? CFG.PANKINE
683.7
•
S.-F5I* TEMF. CEC.F
LI.J6C //
ll.r2C 17
11.220 77
11.220 ' 7T
CI-EM f.hEHI
NH ' NHX ' - "
1 1
^44. C £71.0"
11. C 21.6
C.CCH C-CC22
2C1145
~ "20T14T
201145
201145
' 201145"
201145
201145
F/IH 2C1145
201145
201145
201145
2C1145
2C1145
201145
201145
•~ 201145
2C1145
201145
20H4b
201145
Ah 201145
iC 201145
.C 2C1145
.0 201145
iC~" 201145
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201145
2C1145
201145
2C1145
2C1145
201145
2C1115
201145
-------
I ,.
w
I
-roMnusTcm RtirTFvr
DATF
1/20/77
•INSTRUMENT nPERATCR- '
TREMRI FY
ENGINE MANUFACTURER
LYf.OMTNC,
FUFL IOFMT.
JFT-A HC PATIC, C.160
QRIF ICF - AIKFLOU LB/SFf "
1.7
SIMULATED THRUST L8S
400. 0
SIMULATED INLET PFFSSLRF
14.69ft
SIMUIA-TED-TNL-ET ~TFMPF.FAT
51R.7
SPECIFIC HUMIDITY GRAINS
24.6
F ILTFR ARFA .3£5 S I
CLEAN CK SMCKF MJNPFR 0
SMDKF NU'IBFR " VCL .
2.3
0.0
_ 2.3
4.5
OASFPUS FMSSICN?
- FTC
UKC
RANGE 2
' TNSTP GAS TEMP ~ ' 153".
RAW VAl UF MV 19.
GAS CHNCFr PPM(CI 14
-------
w
I
COMRUSTOP RIG TEST
OATF
1/20/77
~ ^INSTRUMENT OPERATOR ""
TRFMRLEY
.ENGINE MANUFACTURER
FUEL IOENT.
JFT-A HC P4TIO C.160
--TtRIFirF AIRFI CW'LF/SEC
7.0
SIMULATED TFRUST LRS
400.0
SIMULATED INI FT PPESSLRE FG
14.696
SIMULATED I NLET "TEMPER ATURE
518.7
SPECIFIC HUMIDITY GRAINS/LB
TATA
C7114
NCHEL
" ALF-5
FUEL
348.
POINT
FLCW PFh
"FT 3 PS I A '
35.1
FUEL-ATR RATIC MEAS.
tT.TJlT
PSIA
TRY AIR
52.4
FILTFR APfcA .3P5 SI
CLFAN f.K SHOKF NUMRFR 0
r -SMOKE NUMBER VC1 .-LITERS "
?.l B.O
2.3 4.C
GASEOUS EMISSICNS
LhC
RAMGF 2
RAW VALUF MV ID. f,
GAS roriCEN PPM(C) 153.7
-GAS CnMfEN'PCT C.C154'
EMISSION INDEX 5.54
FUEL-AIR PATIO C.C135
l.C
"KOTR
CO
3
-60. ~
4C3.1
510.
" C.C51
37.5
1
FLCW-CFM PRESS
C.50
C.48
c!50
C02
2
60". " " "
C 27072.7
8 2.7013
3Cf2,
TEST CELL
1
TEST CPFPATCR
EhAFCT
SERIAL NUMBER
LFC4
MAMFOLC FUEL TEMP FAh
225.5
I 13 GFG.PAMUNE '
665.6
.-PS i A -TEMT;-rrE(r.FAF--
11.260 78.0
11.2CC 78. C
11.210 - ----- 77. C
1 1 . ? t G 7 8 . C
ChEM ChEMl
NO NCX
I I
d-5. - ' 6T.
'. 34.3 1CC7.6
12.1 ?4.7
O.CC13 O.T025-
1.6 2.?
C M14b '
C71145
C71145 '
' C7T1457
C71145
071145
c 7 1 1 4 5 :
C71145
071145 .
' C7 1 1 4 5 '"
071145
071145
C7ir45T
C71145
C71145
C71145 ,
C 7 1145
C71145 !
C71145
C7H45
C71145!-
071145
071145";
~ C71145"
071 145,
C71145'
C71145:"
C71145
C7U45'
~ C71145 -
C 7 1 1 4 5
C71145
071145'
C71145
C71145
-------
w
I
r/nMBinrrnp- R IG "TEST
PATE
1/20/77
INSTRUMENT DPFRATTR "
TREMRI.FY
ENGINE MAKMJFACTLRER
lYCHMING
FUEL IOENT.
JFT-A Hf FATin C.160
OR1F1CF A1PFIOW-LP/SFC
7.5
SIMULATED THRLS1 LBS
400.0
SIMULATED INIFT PPESSLRF FC
14.6<)6
SIMIILATFfY INI-.FT- TFHPt R ATUHE
518.7
SPECIFK HUMIHMY GRAII\S/LB
64.4
FILTFR ARFA .3f5 SI
TLFAN CK SMCKE NUPP.ER C
_.
CATA FC1N
101145
- —
yrnEL
AL F~ 5 C2
FUEL FLCW
34fi.
- - PT3 PSIA
35.1
FUFl-MR
0. 012ft
FSI A
-rr- DFG.PANK
CPY AlP
— -. —
T
—
PPH
• •
RATIC ME/SS.
INE
SMOKF NUMPFR -' ' - 'VCL .-1 ITFFS - Fl TW-CFM PRESS
0.0
0.0
— o.o
0.0
GASEOUS FMISSICNS
FID -
Lhf
RANGF 2
TNSTP CAS TFMP I ST. ~"
RAW VALUF MV 2C.8
GAS r.DNCFN PF^(f> 164.3
GAS rPNTEr' PCT C.C164
FMISSIHN INDEX t.lfl
FUFL-A1R PAT1C 0.01"?0
3.0
'i.C
-7.C —
11. C
- - NCIR
r.o
3
—-fir.
404 .7
52f . ^
c .n't 26
39.8
C.50
C.50
T~i 5 C
C.50
NCIR
TC2
2
f/Z ."
5T3.6
25C. 13 . 5
2.5913
3077.
- — — -
1FS1 TELL
1
TFST flPFRJTCR ' ' ~
EI-ARCT
SERIAL IVUPBER
LFC4
MAMFfLf FUEL TEMP FAh
225.7
T13 RFG.RANKINF
6E6.5
. ... _ .
.-PSIA TFVF.-DEG.FAFT -
11.2flC 78.0
U.3EC 7fl.C
ii;3ac •-- — IR-.C-"
11.3RO 7«3.0
CKEM CHFM1 '
^^ NTX
1 1
f 5. £4. ------
483.2 S16.3
12.0 22.6
O.OC1? C.CC72
1.5 3.8
i
"TC"I145
101145
1C1145
1C1145
1C1145
1C1145
1 Cl 1 4 5
1C1145
101145
101145
101145
101145
101145
1C1145
IC1145
1C1145
101145
101145
10114 5
1C1145
IC1 145
1C1145
1C1145
101145
101145
101145
101145
1C1145
101145
IC1145
101145
101145
ICU45
1C1145
101145
101145
-------
UIMHUSIMK Hit; IbS!
DATE
1/21/77
INSTRUHFMT "OPF^AirR
TRPMRLFY
ENGINE MANUFACTURER
LYCOMIIVir,
FUEL IDFNT.
JET-A HT RATIO C.158
ORIFICE AIPFUPWLB/SEC
fl.O
SIMULATED THRLST LBS
400.0
SIMUIATEO INIFT PPESSLRF FC
15.R55
-SIMUIATFD INLFr-TEIXPEP-ATUPr
518.7
SPFflFIC HUMIDHV GRAINS/LE
50.2
FILTER ARFA .3R5 SI
CI.PAN CK SMOKF MJNRFP C
SMOKE NUMBER --VCI..-11T
0.0
0.0
2. i
4.5 1
GASEflUS FMISSICNS
Fin
Uf-C
RANGF 2
1 INSTP GAS TMP 'ITr.
RAW VAI IJF MV IS. 7
GAS mNr.FN PPM(C) 146.5
CAS rUNTFK PfT -Q.C147-
FMISSinN IMOFX 5.4C
FURL-AIR PATIO C.C12?
CATA FC
16H45
PHDEL
AL*-- 5CZ
FUFL FL
376.
FUEL-M
0.012 1
PSIA
TRY AIR
INT
CW PPH
R RA1IC
N*K FNE" ~
EPS •--• FLCW-CFK-
3.0 C.50
7.C
l.C
• NOTR""
cn
- ~K K -
403.7
SO?.*!
C.C5CE
17.7
C . 5 0
c.^a
- ' NT1R '
CH2
2
" C C "
- - •
264E
2.C4F
3CR8.
TFS1 CELL
1
TFST CPEPATTR - •
FhAFCT
SERIAL NUMBER
LFC4
NAMFfLD FUEL TEMF FAh
226.2
— T T "O f^ C f D "H K V ¥"V C""1 """" ' ' ~ "~
I " J3 "«c\j*nr*l**^si^C
6F6.5
KEAS.
•
PPEFS.-FSI/ TEMrr CEG.FAK-
11.460 72. C
11.410 72. C
11.410 7?.C
11.2SC 12. C
ThEM ChEKI ~ •-•
NH NOX
1 ?
64. t 4 .
531.7 259.4
5.3 12.«5 25.3
5 o.rc.n C.CC25
1.6 3.1
161145 '
161145
161145
~ 161145
161145
161145
~T6~I14r5~
161145
161145
161145
161145
161145
161145
161145
161145
161145
161145
161145
16U45
~ 161145
161145
161145
'161145
161145
161145
" 161145
161M5
161145
"161145
161145
161145
161145
161145
161145
-------
I
I—"
*•
-TnMRUSTOR RI(T TEST'- ' -- '"
DATE
1/21/77
r INSTRUMENT OPERATCR
TPEMRIFY
ENGINF MANUFACTURER
LYCOMTNG ' "
FUFL 1PENT.
JET-A Hf. FUTin C.158
HRiFrrr AIRFLOW LBVSEC ~
9.6
SIMULATFD THRIST LBS
600.0
SIMUIATED 1NLFT PFFFSIRFE PR PS
12.761
r STMUIATFO "INLET TEMPERATURE TC
1 47R.7
CATA FCIKT
192135
. .
NODFL
Al F-^C?" "
FUEL FLCVv
343 .
FT3 PSIA
34 .<•
FUEL-MR R
CiCCS*:
IA
OEG.RAMU
— ...
PPH
. — .
ATIC I«EAS
NF
TEST TELL
1
TEST OPERATf* ' "
EHAFCT
SERIAL NUKBFR
L f C 4
HAN 1FFLD FUEL TEMP FAh
226.7
TT3 CEG.PANKINE - ' "
689.6
•
- .. r. . . -.
SPECIFIC. HUMinnv GRAINE/LR RRY AIR
i
2^t • 8
FILTFP AREA .36* SI
f.l.FAN TK SKCKF MJNFER P.
SMflKE NUMBER VCL. -LITER
0.0 ?.
0.0 4.
" 2.3 ' " "7.
2.3 11.
GASFOUS FMISSICNS
i ....— . _ FTC '
Uhf,
RANGE ' 2
TNSTR GAS 'TEMP IT 3 J
RAH VALUF MV 26.7
GAS fClMCFN °PM(C ) 210.0
i HAS rUMf.FN PCT O.C?10
EMISSION INDFX 10.48
FUFL-AfR PATIO C.CC
-------
i..
UIMHUSHW RIG USI
OATF
1/21/77
-INSTRUMENT TJFE-RrrtK" "
TPEMBLEY
ENGINE MANUFACTLRER
LYf CM TNG
FUFL IDENT.
JET-A HC PATIO C.158
OKI Fjrt AI RFLGW 'LP/SEC
10.8
SIMULATED THRUST LBS
' 600.0
SIMULATED INLET PRFSSLRF PCI
14.696
SIMULATED" INLET Ttl*PEF7S7LT?E
478.7
SPECIFIC HUMIDITY GRAINS/L8
FILTER ARE* .3f5 SI
CLEAN CK SMOKE NUNEER 0
SMOKE NUMBER ~~VTL.-LT
0.0
2.3
2.3
GASEOUS FMISSITNS
t- MJ
LHC
RANGE 2 :
TNSTR GAS TEMP" " 153.
R AW VAI UF MV 22.1
GAS roNfFN PPM
-------
td
COMRirSTClR-RTG 'TF5T " '
DATE
3/ 3/77
INSTRUMENT flPERATCR' - - - -
TREMRI EY
ENGINE MANUFACTIRFR
M.-Y COMING"
FUEL IDFNT.
JET-A Hf PATIO C.15R
ORIFICE AIRFLOW Lfi/SEC
11.6
SIMULATED THRLST LRS
600;0~~
SIMULATED 1NLFT PPESSLPF FC
15.855
SIMULATED INLPT TtPPFR/TURE
47R.7
SPECIFIC HUMIOITV GPAU?/LR
~2R;i
FILTER AREA .3f5 SI
CLEAN CK SMDKE NUNPFR C
TATA FCMNT
152135
PHDEL
FUEL FLCW PFH
RATIC
PT3 PSIA
43.3
FUFL-MR
-- r.oici
FSIA
TC
CRY AIR
SMOKE NUMRE-R
2.3
4.5
.. _ 2>r» ...
O.P
GASFOUS FMI^SKNS
RANGE
TNSTR- GAS-
RAW VAI UF MV
GAS CDNCFN FF«(C)
GAS COMCFN PCT
EMISSION INDFX
AIP PAT 10
VCL.-L ITFFS
3.C
7.
II.
FIC
ui-r
2
16.3
142.fl
C . 01 /i 3
6.90
C.01CO
CC
•3
390.9
1
C.50
0.50-
C.5C
NDIR
CT2
2
2CC73,
2.0013
3C61;.
TF<=1 TELL
1
TFS'f CPFRATCP
FMPT.T
SFRIAI
NANIFOLD FUEL TEMP FAh
IRfl.R
T13 nEG.PANKTN'E " '
7C7.1
• -P5 T A
11.362
I 1.362
1 1 i36 2
1 1.' 1 1
CHEF I
NC
1
64.
351.0
f .
C.CCCfl
1 .3
TENF. DFG,FAH
77. C
77. C
' ~ ~- 11. C.
77. 0
C»-EMI
NCX
I
('ft'. —
781.6
3 IP. 6
o.ccis
3.0
152135
155 135
15 21 35
152135
152135
152125
152135
152135
152135
152135
152135
152135
152135
152 135
152135
J52135
152135
152135
152135
152135
152135
152135
152135
152135
152135
152135
1 52135
152135
152135
152135
157135
152135
152135
152115
152175
152135
-------
W
i
CUMHUSTUK RIG IHST
DATF
1/21/77
INSTPUMfcNT flPERATCR
TREMBLEY
ENGINE MANUFACTURER
LYf.nMING
FUEL IDENT.
JFT-A HC PATIO C.158
-•DRIFirF 'AIRFLGW LR/SEC
10.8
SIMULATED THRUST LBS
600.0
SIMULATFD INLET PPEF.SLRF FH
14.696
SIMULATFD" INLET TEPPERATURF
498.7
SPEf.IFIC HUMIDITY GRMNS/LB
CATA FCIN'T
C22135
NPDEL
FUEL FLCW PPH
405.
PT.3-P5IA"
40.1
FUEL-MR RATIC KEAS,
C .0 iu4
PSIA
TC DFG.PAN'KINF
CRY AIR
FILTER APFA ,3fl5 SI
T.LEAN CK SMDKF MM8ER 0
- ' SMOKE NUMBER T/CLV-ITITF.*?; FLCtFTFK FUFSS
0.0 3.0 C.50
0.0 4.C C.50
2. 5
2.3
GASEOUS FfMSSICNS
f 1 \~.
L>C
RANGE 2
INSIM (,AS If-MH l^J.
RAW VAI UF MV 18. R
GAS rnnrEM PPMID 141.2
- GAS rONCFN PfT C.C14T'
FMISSinN INDFX t.C5
FlIFL-AIP PATIC C.CK'i
7.C L.bO
11. C C.50
TTDTR" NOTR " "
CO CC2
3 2
4C5.7 4R1.0
511.3 2CSC6.1
C'.OSIT ~?,C8C6
4C.5 3C66.
TEST TELL
1
TbSl r»»ERATCR
EI-APCT
SFPIAL NUMBER
NANIFCLT FUEL TEMP FAN
224.6
?12 CEG.RANKINE
117.8
• -P51A "TFPF— DF(TiFAK
11.380 74. C
11.380 74. C
11.410 75, C
11.3PC 15. C
^^•E^^ " CVEMT" "
NO NOX
1 I
C4. t4.
406. C 81C.4
in.c i?. 6
G.CC1C O.CC2C
1 .5 3.0
T22135—
C22135
C 22 13 5
C22115
0 i 2 U b
C22135
022135
022135
C2213*
022135
C22135
" C22I35
0221.35
C22135
C22135
C22135
"C22135
C22135
C22135
" C72135
025135
022135
"C22T15
C22135
C22135
' 022135
C22135
022135
C22135
C22135
C22135
-------
oo
COMBUSTHR Rirr
DATF
1/21/77
INSTRUMENT OPERATTR
TREMBLEY
ENGINE MANUFACTLRER
LYCflMINtT
FUEL IPFNT.
JET-A HT RATIO C.158
ORIFICE AIRFLCW LE/SEC
10.8
SIMULATED THRUST IBS
- 6 0 0 TO
SIMULATED INLET FPESSLRE FC
14.696
SIMULATED- INI.^T-TFMPEFATCPE
4<>8.7
SPECIFIC HUMIDITY GPMNS/LR
-33;5
F ILTFR AREA . 3 fi 5 SI
fLFAN C.K SMHKE NUffiFR C
SMOKE NUMBER -
2.3
CATA FTINT
MCOFL
ALT-5C2
FUEL FLCW PFH
— FT3 PSTA
40 . 2
TEST CELL
I
TEST CPERATCR
FI-AFCT
SERIAL NUMBER
- LF04
PAMFCLC FUEL TEMP
224.1
TT3 CEG.RANKINE —
717.9
C67145 -•
062145
C62145
C62145
062145
C62145
FAH
FUEL-AIR RATIC fE/S.
P S I A
1C
CRY AIR
FLCVi-CFW PPFSS.-FSU --TECF.-
3.0
2.3
2.3
2.3
11.0
GASEOUS
RAMGE
TNSTp-nAT; TFMP
PAW VALUF VV
GAS rriNTFN PFM
GAS rnMr.FN- pr.T
EMISSION INDFX
FUFL-AIP RATIO
FIC
LhC
2
- -• p-^- —
19.0
149. 0
C.014T
6.90
C.CIC"?
NDTP
CO
3
C"^
^06.2
516.2
C.O«51F
48.3
0,50
C.48
-C.50
c.5o
NDIR-
CH2
2
f T"
483.4
11.A30
H.2RC
11.? 80
THEM
NO
1
76
76
76'
76
. C
.C
.C
. C
CKEMI
NGX
1
2.0S22
3Cfc6.
402.2 793.6
9.S 19.2
C.CC1C - C.CC19 "
1.5 2.9
C62145
G62 145
065145
062145
062 145
— 062145"
Cf 2145
C62145
— CC2145
062145
C62 145
— C61?145"
C62145
C62 145
"C62145
C62145
C62 145
~ C62145
C62 145
062145
C62145
C62145
062145
'"062145
C62145
C62145
CC2145
C62145
C62145
-------
W
i
DATE
1/21/77
TNSTRIJMFNT CPFRATT.R " - - -
TRFMRl EY
FNGINE MANUFACTURER
FUEL IDENT.
JET-A Hf RAT IP C.158
~" OPIFICF AIRFl (TW ~LT*7SEC
7.0
SIMULATED THRLST L«?S
SIMULATED INLET FRF^SLPE PO
1 4.696
- SIMUlATEIT-TNLTT-^FPPEirrrLT-F.-
544.7
SPPCIFIC HUMIDITY GRA1NS/LB
2f. (
FTLTFR APFA .3E5 51
CLFAN CK SMOKE KLPPER 0
SMDKF NUMRFR VCLV-ITTT
2.3
2.3
2.3 1
GASFflUS FMFSSTCNS
- Fin
UHC
RANGF 2
TNSTP GAS TFMF 153.
RAM VAI UF MV 12.1
GAS rnror.FN PPMICI <33.a
GAS cnwcpr PCT a.cc
-------
w
' I
tVJ
o
-P rr; TFST
PATE
1/21/77
INSTRUMENT OPF1UTCR
TPEMBIFY
ENGINE MANUFACTURER
DATA FCINT
C 8 1 14 5
MODEL
FUEL IDENT.
JFT-A Hf PATIO C.15R
ORIF1CF ATRFLCVf-LB/SEC
6.9
SMULATFD THPlSTj LPS
~400.0
SIMULATED INLFT PPFSSLRE Pf) F S I A
14.696
SIMUI ATED-INter TEMPFFATLRfr Tn-DEG.P
544.7
SPFCIfir. HUMIDITY GR/STI\5/LP CKY A IP
51.4 ~
FILTfR AREA ,3E5 £1
T.LFAN CK SMOKE NUNEF.P 0
SMOKF NUMRFR ~- VfL.-LITERS
0.0 3.0
0.0 4.C
FUEL FLCW PFH
36C.
FT3 PSIA —
35.C
FUEL-^IP RATIC
TEST CELL
1
TEST OPERATOR-
FhAFCT
SFRIAL M.MBER
LF04 -
MMFCLO FUEL TEMP
225.2
TT3 CEG.R-fKKTNF
MEAS.
2.3
RANGF
INSTR HAS TTMP
PAW VALUF MV
GAS r.nncEM PPMIO
GAS ffJNr.FN PCT
FMISSKU1 INDFX
FUFL-AIR FATIH
11.0
F1C
LV-f.
1
122.0
O.CC«6
3.23
C.C144
NO I P
rn
2
^tf-
E77.?.
43 = .2
C.04^f
29.6
C81145
C81145
CRU45
Cfill45
C8U45
C81145
C81145
CR1145
CR1145
CE1145
CR1145
C8U45
C81K5
C81145
CR1145
CB1145
C P, 1 1 4 5
C81145
C.50
C.50
C.5Q--
C.5C
NC7R
CC2
2
5 4-- —
6.2
FPESS.-F5IA
11.430
11.29C
11.430
13.0
73.C
71.C
14.C
CHFM
Cf-FfI
NOX
.8
11C7.
NP
1 2
64. ------ f 31 -
721.2 , 2«53.1
17.4 28.1
O.CC17 C.CC2R
1.9 3.1
C81145
Cf?U45
C8114^
CP1145
C81145
C81V45
C8H45
CP1 145
C81145
CR1145
CRI145
C81145
C81145
C fl 1 1 4 5
C81145
CP1145
C81145
-------
L. . .
I
C D MB UVTO P -RTC-TF.r
OATF
1/21/77
INSTRUMENT OFFPATO
TRFMBI.EY
ENGINE MANUFACTURER
LYrOM TNG
FUEL IDENT.
JFT-A HC PATIO C.158
OPTFICF AIRFLTHT LB/SFC-
ft.R
SIMULATED THPLST LRS
MDDFL
35.1
to
I
ro
L
SIMULATED INLET PPESSLRE PC P^IA
14.696
MMUL
544.7
SPECIFIC HUMIDITY GPMNS/Le CRY AIR
101V7
F II TFR AREA .3F5 51
CLEAN CK SMOKE NLM.RFR C
SMOKE' IWJMBFP "VCU7-1. ITERS
0.0 3.C
2.3 4.0
"2T1 TTCT
L.
2.3
GASEOUS FMISSICNS
RANGE
FNSTP TAS TEMP
RAW VM.UF ^V
GAS Cnwr.FN PPM(C)
GAS CONC.FN PCT
FMISSION INOEX
FUEL-AIR PATIO
11. C
FTC
UhC
2
153.
13.6
IC6.1
C . 0 1 C fi ~
3.57
C.C145
•"KCIR"
cn
2
c 2
FF7.C
441.
C .044
29.8
4
L
F
1
4
•
9
C
8
FCINT
c
C2
FLCW PPH
SIA -
AIR RATK MFAS.
t
FJMCIKE
FI.CW-CFM PRESS
C.50
C.5C
• " CVJQ
C.50
NCTR
CH2
2
52V "
2 IC6.
TEST CELL
1
TFST DPEPATC,.
FHAFCT
SERIAL M'MRFR
LFC4
MANIFCLC FUEL TEMF FAH
224.6
TT3 nFG.RANKINF-
718.fi
- —
.-PS I A TFMF.- DF(T.FAF- ~
11.430 73. C
11.42C 71. C
11.-3SC T3.0 "
11. ^3C 73. C
ChFM ChEMT
NO KQX
1 2
(46.C 2 5 £.2
15.6 24.7
C.CC1* O.CC25 "--
1.7 2.7
"111145 -
111145
111145
- 111145
111145
111145
' 111145
111145
11 1145
111145
111145
111145
111145
111145
111145
"111145
111145
111145
111145
111145
"111145
111145
111145
• 111145
111145
111145
"111145
111145
111145
11T145
111145
111145
111145
111145. '.
I 11145-V
-------
I
(NJ
- -cnMRimnp. PIG TEST
DATE
1/21/77
INSTPUMFNT OPEPATCR
TREMPLFY
ENGINE MANUFACTLRER
LYCCMING
FUFL TRENT .
JET-A Hf PATIO C.158
ORIFICE- AIRFLOW LP/SEC
6.7
SIMULATFD THRUST LRS
400. 0
SIMULATED INLET PRESSLRF PH
14.696
SIMULATED-IALET-TFMPEFATUPF
544.7
SPCCIFIC HUMIRITV GRAJNS/LR
1 6ft. 8
FH TEP APEA .3R5 SI
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131145
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3-5. C
-
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TEST CELL
1
TFS1 TPERATOR
EMPC7
SERIAL NUMBER
LFC< " "
MAMFCLC FUFL TEMP FAh
225. C
TT3 nEG.RANKINE - — '
723.4
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0 . 0 1 5 C
PEIA
TC •^E^.p/a^KI
CRY AIR
\F --
SMGKF NUMBfrP - VCI..-LITFPS ' FLCW-CFM FPESS
o.n
0.0
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2.3
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FIC
, UHC
RANGE 2
1 TMSTP GAS TFMF H3 . " "
RAW VAl UF MV in. 1
GAS rrjNCFN PFMlfJ 14,7.0
1 GAS CPNCFW PCT C.C142
' EMISSION INI1F* 4.7^
TUEL-AIR PATIT C.C146
3.C
4.C
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1 1
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131145
121145
131145
13 1145
131145
131145
121145
131145
121145
121145
131145
131145
121145
131145
121145
131145
131145
131145
121145
121145
131145
131145
121 145
121145
131145
131145
121145
131145
131 145
131145
131145
12 1145
111145
121145
12 1145
-------
DATE
1/21/77
INSTKUMENT"OPF.RATOR -----
TPFMBIFY
FNGINE MANUFACTLRF.R
DATA FCINT
202145
PGDEL
158
LBS
B
I
FUEL IDENT.
JET-A HC PATIH C
GRfFTCF
9.1
SIMULATED THRUST
— 6 0 (TV O
SIMULATED fNLFT FPESSLPE FC
12.761
SIMUVAT|:tn-fFtBr-T£Mf FF/STITRF
518.7
SPECIFIC HUMIDITY GRAINS/L8
48VT
FILTFR APFA ,3£5 SI
CLEAN TK SMPKE NLMBER 0
SKOKF NUMFTF.R
2.3
n.o
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2.3
GASFOUS FKISSITNS
FUFL FLCW PFH
362.
PT3 TTIA
34.9
TEST CEIL
L
TEST OPERATOR
EFAPCT
SFR1AL NUMBER
~LT C A
MAMFCLD FUEL TEMP FAH
226.4
TT3 DFG.
145.8
FUEL-AIR RAHC NEAS.
—cvorrc
FSIA
~TC
CRY AIR
3.0
4.C
11,G
FLCW=CFT1 TRESS.-P51A
C.50 11,440
C.50 11.44C
C.52 11.440
72.C
72,r
T-2TC
72.C
TTC
UI-C
RANGE
T WSTR
RAW VALUE MV
GAS CGNCFN PPM(C )
GAS CONCFM PCT "
EMISSIHN INDEX
FUFl-AIR PAT m
KTirR"
cn
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154.6
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202145
2C2145
202145
202145
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to
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CTIMBU5T(JR RIG TFiT '
DATF
1/24/77
INSTRUMENT OPERATCP,
TPFMRLEY
ENGTNF MANUFACTURER
lYCOMING "
FUEL IDFNT.
JET-A Hf. PATIG C.158
ORIFIP.F AIRFLOW LB/SET'" '" ~
10.5
SIMULATED THPLST LBS
SIMUIATEO INl.ET PFESSLPF FH
14.696
SIMULATED^ INLET 'TEMPFF ATUPT
SIR, 7
SPECIFIC HUMIDITY GR/UN5/LB
FIl TFP APFA .3E5 SI
CLEAN-TK SMOKE MNBER C
SMDKF MUMPER'" VCL'.-LT
0.0
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RANGE 2
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TER S FLTW-CFM PR FS S
3.0 C.50
4.C C.50
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11.0 C.50
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TO CC2
3 2
413. C 501.6
5P8.C 22C57.3
- 0.052? '2.2057
4fi.8 3C73.
TEST CELL
I
TEST nPEPATTR "
FHAPTT
SER IAL NUMBER
LF04
^ANIFPLD FUEL TEI^P FAh
226.4
747.1
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li.tlO 72.0
11, (1C 72. C
1 1 .6 1C " 71.C
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CHFM CHEM1 ~
NT NfX
1 1
491.3 911.4
11. 9 22.1
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1.7 3.2
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C32135
C22135
032135
C32135
022135
"03 * 1 3 5
C32135
C22135
02<: 135
032135
C22135
C22135
022135
C32135
032115
025135
032135
C22135
032135
C22135
022135
032135
032135
C22135
C22135
025135
022135
"C22131:
02Z135
C35135
C22135
C22135
022135
-------
PIG TEST
CATA FCINT
X72145
OPERATOR
Ton EI
ALF-5C2
FUEL FLCW
L_.
L...
Ul
CDMRUSTflR
DATE
1A24Y77
INSTRUMENT
TREMRLFY
FNGTNF" MAfrtTFACTURFK
LYCOMING
FUEL IDENT.
JET-A HC PATIO
ORIFICE AIRFLOW LB/SEC
10.4
STMtTL-ATFT) TUP trST-THS
600.0
SIMULATED INLET FPFSSLRF
14".6*?6
SIMULATED IM.FT TFMPEFATURF TC OEG.FAMUISF
518.7
STFCI FTC' HTJMt DTTY~GP Alirm.B~CT
-------
w
I
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CDMBUSTOR RIG TEST
DATF
; 1/24/77 -•- -
INSTRUMENT OPFRATCR
TPEMFLEY
FNGINF MAMUF/ITTLIRFR
LYC OWING
FUEL IDENT.
JET-A HC RATItT C.158 '
OPIFIfF AIRFLOW LB/SEC
10.4
SIMUIATFO THPL'ST IBS
600.0
SIMULATED INLET PRFSSLRE PT
I SIMULATED INLET TEMPERATURE
5lft.7
CATA
VCOE
ALF-
FUEL
41 6
FT3
4C.
FUEL
C.Ol
FSIA
TC DEC
SPECIFIC HUMIDITY GRAINS/IE LHY *I
67.0
FILTER AREA .3E5 SI
[ CLFAN CK- SMt]KF/-M*ieEp--C —
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2.3 3.0
0.0 •-••••
0.0
0.0
GASFnUS EMTSSir.KS
FIC
ui-c
ftftNGF 1
INSTR PAS TFMP 153.
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GAS rONfFN PfT C.C148
FCMSSIUN INDFX f.f2
FUEL-A1P PATin H.Clll
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2
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1 502.4
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1 ~ -
TEST CPFRATTR
FhARDT
SER I AL NUMBER
LF04
fANIFCLC FUEL TEMF FAH
225.3 --' - "
TT3 CEG.PAtKlNE
- - - — -•-
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U.e-tO 12.0
11.540 72. C
11.540 12. C
11.140 13. C
fHEM CHENI
NO NOX
1 1
64. 64.
443.5 81S.7
1C.R 19.9
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1.6 2.9
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1C2145
TC2145
IC2145
102145
105145
102145
TC2T45
102145
102145
1C2145
102145
102145
1C2145
102145
IC2145
1C2145
102145
102 14 5
1C2145
102145
102145
1C2145
102145
1C 2 145
102145
1C2145
IC2145
1C2145
1C2145
1C2145
-------
r.nMBUSTnfr
OATF
3 A T/^77"
INSTRUMENT
TREMBLEY
RIG TE
ST
TATA
PC irT
TFST
TELl
162
162
145
145
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11.1
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600.0
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td
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162
162
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162
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145
145
145
145
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51
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w
I
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00
I—
CHMBUSTOP RIG TFST
DATE
-1X25/77
INSTRUMENT OPEPATCR
TRFMBLFY
ENGINF MANUFACTURER.
LYCOMIMG
FUEL IDFNT.
JET-A Hf. PATJO-CnSB
ORIFICE AIRFlfW L8/SEC
6.1
SIMUI ATFfV'THRL'f-T LPS"
400.0
SIMULATED INLET PRESSLRE Pf
12.761 -
SIMULATED INLET TEMPERATURE
564.7
' SPECIFIC HUM TO ITY GR/S INS'/LE "
25. <*
FILTER APFA .3S5 SI
CLEAN CK~ SMCKE~NUyBER"0
SMOKE NUMBER VCL.-LIT
0.0
. 0.0
0.0
?.l 1
GASFDUS-FMTSSTCNS
FIC
Uf-C
RANGF 1
, INSTP HAS TFMF 152.
PAW VAI ur MV ic 2. a
GAS rONffN PPV(C) R2.7 -
GAS rnncFN PCT c.ccea
EMISSION 1NOFX 2.70
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"SI 111
NTtDEL
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FUEL
— "T22;
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3C.5
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0.014
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cn
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7
. — .. — _. . . _ ..
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C.50
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CH2
2 ' '
58.
652.5
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21C9.
TFST CELL
1 " " '
TEST HPFPATOP
EhAPHT
SER IAL NUMBER ~ "
LF04
M^NIFfLC FUFL TEMP FAH
224.0
TT3 REG.RANK1NE
746.4
- „ . .- . . — . _ ._ — _^_ . _
— • — - -~ " -
.-PSI/l TEMP, DEC. FAH
11.100 74.0
n.2 5c i4;r~
11.300 75.0
11.250 75.0
• — • ~ •
CHEKI CI-EI^I
NO NC X
2 2
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212.6 313.5
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211135
211135
211135
211135
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211135
211135
211135
211135
211135
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211135
211135
211135
211135
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211135
211135
211115
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211135
211135
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211135
211135
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211135
211135
211135
511135
211135
211135
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I
IN)
NO
rnMRUSTDR PIG TEST
DATF.
1/25/77
INSTRUMENT OPERATOR
TREMRLFY
~ FNGINF MANUrATTCRFR
LYCOMING
FUFL IOFNT.
JET- A HC PATTC1~T.15B
ORTFICF AIRFLOW LE/SET
5.8
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400.0
SIMULATFD INLET PPFSSLRF FC
I2.7ol
SIMULATED INLET TFVPFFATUPF
564.7
SPFr.TFIl. HUMIDITY HRATNS/LR
176.3
FILTF.R APFA .If? SI
r.LFAN f K SMnKF-ftt'NBFR 'C ' • ~
SMDKE NUMBER VfL.-LI
C.O
0.0
0.0
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FID
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H
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DATF CATA rriNT
1/25/77 "• ~ C51135
INSTRUMENT OPERATCR
TRFMPLFY
FNT.INF MArUFACTLRFR ' ' ' PCDEL
LYrnMING ALF-?C2
FUEL IPFNT. FUEL FLCW PFH
JET-A Hf PATm C»153 " "" 37C.
ORIFICE- AIRFLOW LR/SEC FT! PSIA
7.1 35.1
SIMULATED THPU*T LPS FUEL-AIR RATTC NEAS.
400.0 C.0145
SIMU1ATFO INLFT PPESSLRE FC PSIA
'14.696 ' ' ~~ ~ " ' - ----- - - -
SIMULATED INLET TEMPERATURE TC HEG.FANKTNF
564.7
SPEf.IFTC HUMIDITY GR/MNS/LB CRV AIR
25. R
FILTFP ARFA .365 SI
•CLf:A^f TK SMDKF KUMRFR 0
SMOKF MUHRFR VCL.-L1TERS FLTW-CFM PRESS
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0.0 4.0 C.49
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2.3 11.0 C.52
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GAS mNCEN PPM(CJ " 76.4' "423.7 2S855.2
GAS CONCFT' Pf.T C.CC76 C.C424 2.c.655
FMISSIGN INOFX ?.52 2fl.l 2112.
FUFI.-AIP RATTT --— - C.C148— "
TEST CELL
1
TEST TPERATCP
EHARCT
SERIAL NUMBER
LFC4
MANIFOLD FUEL TEMP FAN
22?. 5
TT3 TEG.PANKINE
"i47.fl
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11.290 76.0
11.240 Tfc.C
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C^F^l OFM
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051135
C5H35
051135
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C51135
051135 '
051135
C51135
051135
C51135
051135
C51135
051135
C51135
C51135
C51135
051135
C51115
C51135
05 1135
C51135
C51135
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C51O5
C51135 '
C5U35
C51135
051135
C51135
C51135
L
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I
L
td
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L_
mMRUSTDP RIT, TEST
DATF
— 1/25/77 -"
INSTRUMENT OPFRATCR
TP6MRLFY
FNGINF MANUFACTURER " ~
LYr.riMINR
FUEL lOENT.
JF.T-A HC PATrO"r.l5B
ORIFICF AIRFLOW Lfl/SFC
SIMULATED THPLS1 L'RS
400.0
SIMULATED INI.ET PPESSLRE PO
14.696 --...-.
SIMULATED INLET TEMPERATURE
564.7
s PEC i FIT: HUM in i iv CRMNS/LP
50.1
FILTER APTA .365 SI
TLFAN CK'SMOKF MJMTlFtf'O
SMOKE NUMBER VCL.-LIT
0.0
0.0
0.0
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F 1C
u»-r
PANGF- r
INSTR GAS TFMP 15?.
'PAW VALUE MV cc^g
GAS-CONCEIT PPM(C1 76 ;5 '
GAS f.PNCFN PCT O.CC76
EMISSION INOTX 2.49
FUFL-AIT?- PATin C'.C^^ "
CATA
C9114
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PT3 P
35.1
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0.014
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TC nEG.
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57.
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02
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57.
653.3
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7 3.0175
TEST r.F.LL
I '
TEST OPERATOR '
EMPHT
StRIAL NUHHEK
LF04
M«K IFf.LC FUF^ TEMP FAH
227.5 ' ~
147. C
i
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11.290 74.0
ii.??r 74.0
11.290 73. C
11.250 75.0
THEM Cf-EMI
NO NCX
Z t
64. 64.
?C^.5 217. C
2C.2 3CVT '
O.CC20 O.CC21
2.2 3,3
C91145
C91145
C91145'
C91145
C9U45
C9H45
C91145
C91145
C91145
C91145
C91145
091145
C91145
091145
C91145
C91145
C91T45
C91145
CS1145
091145
CS1145
C91145
C 9 1 1 4 5 "
C91145
C9H45
C91145
C91145
091145
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C91145
C91145
C91145
C51145
C91145
C51145
I \f • \j
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to
(j)
IN)
COMRUSTOR HIG TEST
DATF
-1/25/77
INSTRUMENT flPERATTR
TRFMBLEY
ENGTNE' MANttJF/irTCRtR" " '
I.YCDMTNG
FUFI. IPFNT.
JET-A HT p/*T!H C.158
OR1F1CF AIRFLOW LR/SEC
6.0
SIMIUATFD THPL'^T IBS
40D.O
SIMULATFO INI FT PRESSURE FT
14.6^6 — - - •--
SIMULATED INLFT TEMPER ATLJPF.
564.7
SPECIFIC 'HOM 1C ITY 'GTVA TKSV1TE
105.2
FILTFP ARFA .3F.5 F I
CLEAN CK SMOKF -NtKEF.R 0
RATA
12114
" MPPFL
ALF-5
FI.IFL
370.
FCIM
f ..
C2
Fl CW PPH
" — -
PT1 PSIA
35.1
t= U E L -
C.Ol'.
PSIA
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TO OEG.
fRY~ A IR
. __ _
SMOKF NUMREP VCL.-LITFR.S
0.0
• — -— o;o
0.0
?.3
GASEDIJ5 EM IS SICK? "
Fir
UHC
PANGE 1
INSTR GAS TFMF 153.
P.AW VALUE VV ICe. 7
GAS cnNPFN PPMfCl • £6.7-
GAS CnNfFM PfT C.CCE7
EMISSION INHFX 2.flO
FUFL--ATP PATIH- c;ci^i~
3.0
-<-.c— ~
7.C
I 1.0
NDIR
CO
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56.
£36. fl
416.
C.041
. 27.?
MR' PAT1C"MF/!S~;
E
- -
PANKINE
FLCh-CFM PRESS
C.50
" ~ ~C~.49
C.50
C.50
NPIR
CD2
2
56.
657.8
8 30414.7
7 3.C415
3113.
TFST CELL
1
TEST CPERATCP
FHAFCT
SERIAL NUMBER
LF04
MANIFOLH FUEL TEMP FAH
223.3 ' ' - - - — -
TI3 CEG.RANKINE
147.7
- -
- - - --- - --
.-FSIA TENF. OEG.FAH
11.270 75.0
Ili250 l^.C
11.2CC 76. C
11.250 75. C
CI-EM ChFPI
NO NOX
2 2
£4. £4.
1B0.6 276.7
11.4 ~ 26. R
C.CC17 C.CC27
l.S 2.9
A ----"•--
1Z1145
1211A5
1211^5
1Z1145
1211A5
~Yi\\'*t*5"
1211A5
1211A5
12114*
1 2 1 1 4 5
121145
12 1 145
121145
121145
121145
121145
121145
"T2 1145
121145
121145
-121145
121145
121145
121145
121145
121145
121 145
121145
121145
"121145
121145
121 145
121145
121145
121145
121145
-------
TATA PCFNT
td
u
UJ
rnMRUSTPR RIG TEST
DATE
i/26/77
INSTRUMENT flPFPATCR
TREMPLEY
FNGINF MANMF ACTtTftTR "" ~ "~
LYCOMFNG ALF-5C2
FUFL FDENT. FUEL FLCW PPH
JET-A Hf PATIO C.158 37C. -
ORIFICE Af'RFlOfe LR/SEC PT3 FSIA
6.9 35.C
StMtJLATET)—T-Hp-fST- L£S~— FUEt-"MR
400.0 0.014R
SIMULATED INLET PRESSLRE PH PSI A
14.6^6 - ; - - ~-
SIMULATED INLFT TEMPERATURE TC DEG.F/1M
-------
td
OJ
COMBUSTDP RIG TFST
DATE . - - -
1/76/77
; INSTRUMENT HPERATHP
TPF.MRI.F.Y - - - - - -
FNGINF MANUFACTLPFR
IYCOMING
FUF.L inENT. -
i JET-A HC PATIO C.158
RPIFICE AIP-FIOV. LR/SE
" " 3. 1 '
SIMUI ATF.n THRl. ST LBS
400.0
SIMULATED INLET FFE*S
t
15. £55
1 SIMiJLATEn INI FT TF"PE
564.7 - - ~
SPFf.IFIC HUMiniTV GRA
24.9
FILTFP ARFA .3E5
-------
w
m
CnMHUSTOP. RIG TEST
HATE -
1/26/77
INSTRUMENT OPEPATCR
TRFMRLEY
FNGINF MANUFACTURER
LYfDMING
FUFL IPFNT.
JFT-A Hf. RATTO C.158
ORIFICE AIPFLOfc LP/SEC
7.5
SIMULATED THPLS1 l.PS
400.0
•^IMUlATFn TNLFT PPETStRF P
SIMULATED INLET 1EMPEPATLP
SPECIFIC HUMionv GRMKS/L
17T.A
FILTFP Applies rr
CI.PAN CK SMOKE NL'PflF.P C
SMOKF NUMBER VCL.-L
0.0
0.0
0.0
2.V
GASEOUS FMISSICNS
FIT
; • • UHC "
RANGE 2
1 INSTP GAS TTMF lc.3.
RAW V«l UF MV 14.9
GAS mwrtM PPM
-------
L ^
CCMRUSTDR RIG TEST
DATF • - -
1/26/77
INSTRUMENT DPEPJTCR
TPEMRLTY ~~
FNGINF MANUFACTLRFR
FUEL IDEN1 .-
JET-A HC PATIO C.15fl
IFTCt AIRFLDK LE/SEC
—in.3
PCINT
C421?f
ALF-5C2
FUtU FLCW
432.
FT3 PSI*
1071
TES1 CELL
1
TEST OPER/STOR
-EV/1FCT
SERIAL MJMBER
LFC4
NANIFOLC FUEL TEMP" FAH
22fi.l
TT3 TEG.RANKIKF
7E4.CT '
I
OJ
SIMULATED THRIST LPS
600.0
SIMM AT ED INLET
14.AP6
SIMULATED INLET TEMPERATLPE TC HEG.RANKUE
FUEL-AIR RATIC MEAS.
C.0116
rn-psiA - — - -
SPECIFIC HUMID
GRMN5/LR CRY AIR
Fll TFR ARfA ,3E3-Sr
L. r
f.LFAN
SMOKE
CK S^CKF
NUMBER
- •- o;o
0.0
r.c
2.3
GASEOUS-FPTSSTCNS
:P 0
VfL.-l ITEP.S
4.C
7.0
H.C
FLCK-CFV FPESS.-PSIA
C.50 11.230
C.50 11.2^0
C.50 11.230
F 1C
u»-r
RANOF 2
IN.SfR C,AS TFMP 153.
RAW VA| UF W 12.1
GAS CUNCFh PPMCC1 ^5.4
GAS CPNCFN PCT C.CC^5
FMTSSIHN IMHFX" ~ • A.DT
FUFI -^ TR PAT If C.C 116
NDIR
--rp
2
55.
467.3
NCIR
rn?" •"
2
c c
- - .
23276.3
2.3216
TENP. REG.FAh
73. C
13.C
73.0
13.C
ChEMI
- NO ~
I
64.
611.2
15.0
C.fC 15
2.1
1
64.
*****
24.8
C.CC25
-3.4- -
C<2135
C42135
C42135
C42125
•o«2 n 5
042135
C42135
042135
C42135
042125
-H42135
C42135
042115
C42135
042135
042135
"042 13 T
C42135
042135
C42135
C42135
C4213-3
•C42135
C <213 5
C42135
C<2135
C42135
04213*5
C42135
C<2135
042135
C42135
042135
C42135
C42135
-------
COMR1ISTOR RIG TEST
1/26/77
INSTRUMENT OPERATOR
TRFMP17FY
"TATA F01KT
CR2145
ENGINE MAUUF-ACTIRER
LYCOMING
PCOEL
ALF-e,C2
fUEL FLCU FFK
JET-A HC PATIO C.158 432.
OKIFICF AIRFLOh LE/SFC FT3 PSIA
-TEST CELL
1
TEST OPERATOR
--FF/ST5CT
SFPHL M'NRER
LF04
MAN1FCLC FUFITEMP FAK
225. <>
T12 DEG.PANKINE
~T8T".
-------
I
00
oo
COMRUSTOR PIG TEST
r - DATE - -
1/26/77
INSTRUMENT OPERATCR
TRFMRLFY
ENGIMF MANUFACTURER
LYrnMING
, - FUEL' 10ENT.
JET-A HC RATIO C.158
ORIFICE AIRFLOW LE/SEC
1 n i
10. 1
SIMULATFn THPLST LRS
600.0
S IMUL ATFrr INLE"T"-pRE*SL"RF~ FR
14.696
SIMULATFn INLET TEVPER/TUPF
544.7
SPEC. I FFC. HUM 1C I1V CRAIIVS/LR
101.7
i FILTER ARFA ;3f«-£I
CLEAN CK SMOKE NLMRER C
SPGKF NUMREP VCL.-l.I
o. r
0.0
0.0
?. 3 ' "
C.ASFOUS FMISSICNS
, F in
^j.j — _
RANGE 2
TNSTP GAS TFMP 1 f 3 .
PAW VALUE «V 15. e
GAS C.ONCFN PPM(C) 126.0
GAS C.ONCEN PCT C.C126
- FMTSSIC1N TNOrX " S.2?"
FUFL-AIK PATIP O.C117
- - TATA FT IN'
112145
NODEL
ALF-5C2
FUEL FLCW
432,
FT3 PSIA
40.1"
FUEL-MR
C.01 lc.
PS'IA
TC DEC. RANK
rR\ AIR
— — — -- - -
PPH
RATIC
INF
- -• •
TFFS FLCW-CFM
"3.0" " "
4.C
7.C
1 1 . C '
NOI R
cn
2
53.
S47.2
4B?.8
C .C4F4
" ' 40.3
L.50
C.5G
C.50
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NTIR
~' CT2
2
5 - .
?3fi.
235
2 .3R.
3CF.4
TEF1 CELL -
I
TEST OPERATDR
FhARCT
SFRIAl. NUMBER
LF04
fANlFCLO FUEL TEMP
222.5
TT3 HEG.P/!M
-------
td
i
u>
NO
COMBUSTOR RIG TFST
DATE"'
1/26/77
INSTRUMENT OPEPATCR
T RF MBLFY
ENGINE MANUFACTURER
LYCOMTNG
~ FUEL lOENT',""*" ~~~
JFT-A HC PATTO C.lSfl
ORIFICP AIRFLCU LR/SEC
9.6
SIMULATED THRUST LBS
600.0
SIMULATFTT-lNrF-r PRFSSTRF-FG
14.696
SIMULATED INLET TEMPERATURE
TTATA FrTNT
132145
PCDEL
ALF-5C2
TUFC' FLCW
432.
PT3 PS I A
—4-CT2
FUEL-AIR
C.0125
PPH — •
1FS1 CELL"'
1
TEST HPERATfR
~ E FA FT!
SERIAL MMBER
LF04
MAN1FCLC FUEL TEMp-'FAH
P24.7
TT3 CEG.RANKINE
125145
132145
122145
135145
122145
135145
122145
22145
22145
RATIC ("FAS.
TC DEG.PANKINE
SPECIFIC HUMIDITY GRAINS/LR CPY A IP
I7l.fi
CIF.AN CK SMOKF NL^REP 0
25145
25145
1T145
22145
32145
I SMOKE NUMREP
L. ..._ - - 0_0
o.n
o.o
! ------ - 2;3-
j GASFOUS FMISSTCNS
RANGE
tNSTR CAS TF«F
j RAW VAIUE MV
GAS CONCEN PPM(C)
j GAS CGNC.FN PCT
"' FMTSSTON -1NDFX—~
FUEL-AIP PATIO
VCL.-LITEPS
J .0
4.C
7.C
"i r. o
FID
uvc
't
1*1.
2C.6
163.7
C.C164
£.67—
C.T 11Q
NOIR
" CD
3
FLCVi-CFI"
TT.T2"
C.50
C.50
•C.50
NOIR
PRESS.-FSIA
""It-; 270"
1 1.260
11.260
11.560
CHEM
~ N° "~
i
TENF.
523.7
C.0524
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23852
2.?R52
448.6
11.0
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1.5
CHEN
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I
64.
722.
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2
DEC.FAN
T2TO-
72.C
72.0
72."C
I
6
17.7
18
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25 145
32145
32145
25145
135145
1T2145
125145
132145
135145
132145
132145
125141:
135145
122145
125145
135145
122145
12 5145"
122145
-------
L _
M
I
i
rrmusTciR RIG TFST
DATE
1/26/77
INSTRUMENT HFEPATCR
TREMRl.F"Y " '
FNGINE MANUFACTURER
I.YCDMTNG
FUEL II3FNT .- -
JFT-A HC. RATIO C.158
ORIFICF ATRFinvi LB/SFC
fl. 5
SIMULATED THRLSf L"S
600.0
SIMULATED INLFT -PRFSSL'RF ffi
12.761
SIMULATED INIET TFNPEFATLPE
564. 7
SPECIFIC HliMinnv GRAINS/LP
25.?
FILTER ARFA.3F5 51
CIF.AM CK SMOKE MPPER 0
SmKE NUMBFR VCL.-Lt
•- -n;o" • - -
o.c
0.0
2.3
GASFDUS FPIS5ICNS
F1C
- - • UHC
RANGF 1
INSTR GAS TFWP 152.
PAW VAI UF NV 77.4
GAS CDNCFN PFM(C) 61.4
GAS r.ONCEN PCT Q.CCtl
FCT^STPN INOFX 2.3'J- '
FUPL-AIR P ATIH C.C127
CATA
21213
NOPEL
Al F-5
- FUEL
385.
FT3 P
' ~'34.-Q
FUEL-
C.Cl?
P^I A
TP DEC.
CPY A1P
TFFS
T.C"
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7.C
11. C
NDIR
cr
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63.
8^5.0
447.
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• - 34. «!
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5
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FLCK PPH -
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t,
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RANKINE
rLCV»-CF^ PRESS
C.50 -
C.49
C.50
C.50
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CD2
2
63.
S70.7
2 2563C.5
7 2. 5611 1
3103.
TEST CELL
1
TEST OPFRATOR
FMFCT '"•
SERIAL NLNBF3
I.FO<
NAMFCLD FUFL TEMP FAH
277.9
TT3 r£G,R/NKINE
81 1 .3
—
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11.570 74 iC "
ll.2«C 74. C
11.27C 74.0
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.
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N H N C X
? . 2
64. 64.
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212135
212135
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212135
212135
212135
212135
212135
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212135
212135
~- 212135
212135
212135
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212135
212135
~ 212135
212135
2 12135
2T2135
212 135
212135
212135
212135
212135
212135
212135
212135
212135
212135
212135
' 2T2135
212135
-------
CnMBUSTOR RIG TE
DATE
1/76/77
-------
td
i
CDMRUSTDR R |G TEST
QATF
l/?6/77
INSTRUMENT flPFRATCR
TRFMRI. FY
ENGINE MANUFACTURER
LYCDN'ING
FUFL IDFNT.
JET-A Hf PATIT C.158
ORIFICF AJRFLCfc LP/SEC
10.1
SIMUl ATED THRUST LflS
600.0
SIMULATED -INLFT 'PPE5SLRE PC
I 4. 616
SIMULATED INLET T FPPE F ATUR F
564.7 " ' -
SPECIFIC. HJMiniTY GR/IKS/LR
2^.1
FILTFR APT A .305 ST
C.LFAN CK SMCiKF NUPPRP 0
SMDKF MJMDFP VCL.-l. I
o.c ~
0.0
0.0
2.1
r.ASFnus FMissrcNS
nc
UHC
RAMGF 1
INSTP GAS TFNF 153.
RAW VAI IIP V\/ «3T.?
GAS CHMCFN PPM(C) 71. A
HAS CnNCFN PCT C.CC72
E^ISSICN iMnrx ?.np
FU^L-AIR FATIT C.C.171
TATA FCINT
C52 135
NPOFL
ALF-5C?
- FUFL FLCW PPH
443.
FT3 FSIA
40.1
FUFL-MR PATIC
0.0121
P5IA
Tf ^FG.RA^KI^E
PRY ATP
V
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TE.C5 FLTW-CFM
"3.0 " ' "C.'SO
4.C C.5Q
7.0 C.'iO
11. C C.50
NHFR NfMR
cn - - • cnz
2 2
c. 7 . 57.
878.fi 54C.
/i 37.fi 243
C.043F 2.43
35.4 3 C r S
TEST CELL
1
TFST OPERATOR
FHAPCT
SFR1AL NUPPER
LFC4
V/N1FOIC FUFL TFMP FAH
223.7
TT3 PEG.RANKINF
flic, a
yF*s.
— , - - __
-
PPESS.-FSI/! TEMP. nFG.FAH
11.3f!0 1? . 0" "
11.2CC 72. C
11.300 73. C
11.25C 12. C
•
C^E^I THEM
NO " KOT -- -- --
2 2
64 . 64 .
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66.7 IR.5 ?7.E
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C52135
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C52135
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C52135
C52135
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C5S135
052135
Cf2135
052135
052135
052135
C52135
C52135
Ce2135
C52135
C52135
C*52 1 3*5
C52135
C52135
C52135
-------
rOMBUSTOR RIG TFST
TATA- FCTKT
1/26/77
INSTRUMENT PPEPATCR
NCDEL
ALF-5C2
td
i
£>
OJ
ENGINE MANUFACTLPER
I YfOMING
FUEL "I OF Mr.
JFT-A HC PATIO 0.158
ORIFIf.F AIRFLOU LB/SEC
'—10TO
SIMULATFO THRLST LBS
600.0
STMULATED-TNLET PKF/S
14.696
SIMULATED INLET TFM FEF ATUPF TC CF.G.FANKINE
—564VT
442.
_PJ3 PJ>JA
4TJ VI
FUEL-AIR RATTC
0.0122
TEST CELL
1
TEST RPERATOP
• E FA PTT
SERIAL NUMBER
LFC4
NANIFCLC PwJL TEMF FAF
223.1
TT?
C*J2145
C92145
C92145
C92145
SPECIFIC HUMIDITY GR/INS/LR CRY AIR
FILTER" 6R-Fft"T3F-5 SI
CLFAN CK SMOKE NUMBER 0
SMOKE NUMBFP _VJ bl~L_LT/PS
0.0 4.C
0.0 7.C
~ -2.3 TT.fl
GASFOUS FMISSTCNS
FLCW-CFM PRESS.-FSIA TEMP. CEG.FAH
NDIR
"CD
L_
RANGF
INSTR GAS TFMP
RAW VALU^ MV
GAS CHNCFN FPM(C»
GAS c^^«CF^' PCT
FUEL-AIR PATM
FIC _
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l?3. 57.
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2
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C92145
C92145
T92145
C92145
C92145
C92145
C92145
092145
"C92145
C92145
-------
w
rrMBusTDP RIT, TEST
DATF • - - -
l/2f./77
INSTRUMENT PPFPATCR
TPF*IR» FY~
FNGINF MANUFACTURER
lYf.riMING
FUEL lOFNT. -
JFT-A Hf RATIO C.IK,
ORIFITF AFRFLHK LR/SEC
— 9.9
SIMULATED ThPL'ST LGS
600.0
SIMUlATFn 1NIFT FR£?5l-RF FP
14.696
SIMULATED INLET TFMPF F ATL'P F.
564.7
SPFCIFIC HijMinnv GRAINS/LR
103.1
FILTER ARFA .If" M
r.LFAM CK SMHKP MMPFR o
SMHKE MIMF4P VfL.-LI
0". 0 '
0.0
0.0
?.?
GASEOUS FKISSICNS
Fir
— - - . Uhr. -
PANGF 2
INSTR GAS TFMP 1^?.
PAV< VALUF MV 12.^
HAS nNJCFN' PPM (C 1 Sl.fl
GAS rpNrr-r' PTT c.'crc8
FMISSTON INRFX ^.«5C
FUFL-AIP PATjn C.Cl?P
CATA FTINT
122145
..
PDDFL
ALF--:02
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442.
FT3 FSIA
— • 'to. t — •
FUFI.-MR P
C.0124
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TH ^FG.PA^KI
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2.452
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TFS1 TELL - - -•
1
TEST nPFPATCR
FI-APHT
SERIAL NUMRER
LF04
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224.1
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~eio.fi
r'EAS.
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PPFSS.-FMA TEMP. CFG. FAH
1 l.Pf.O •" - - • - 7p- Q
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NT ' NCX ~~
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l.C 14.7 22.7
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152145
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122145
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27145
22145
22145
22145
122 145
127145
122 145
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Cd
i
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Ul
COMBU5TOR RIG TE51
DATI
1/26/77
INSTRUMENT OPERATOR
1REMBIEY
ENGINE M~ANUFAeTUKER~
LYCDHING
FUEL IDE"T.
JET-A HC RATI(rb.l58 "
ORIFICE AIRFLOW IB/SEC
9.6 __
"SIMULATED "THRUST"IBS
600.0
142145
DATA POINT
142145
TEST CEl_l_
i
TEST OPERATOR
EHAHOT
ALF-502
fUEl FLOW PPM
442.
PT3 PSlA
40.1
SER IAL NUMBER
LF04
MANIFOLD FUEL TEMP
223.6"
TT3 DtG.RANKlNE:
811 .0
142145
145
145
142145
142145
142 145
142145
142145
HJEl-AIR RAT1D ME AS.
0.0128
SIMULATED INLET PRESSURE PO PS|A
14.696 " ~™ ~- " "" "7
SIMULATED INLET TEMPERATURE T 0 DFG .R ANKl N E
SPE'CIF ic" ViiMibFTT~&RAYfIs"/iR~~o'irv AIR" ~
166.0
FILTER AREA.385 SI
CLEAN Ck SMOKE NUMBER 0
SMOKE NUMBER VOL .-LITERS FLCU-CFM
0.0 3 .0 0-50
o.o 4 ,o 6.49"
0.0 7 .0 0.50
2.3 1 I .0 0.50
GASEOUS EMISSIONS
FID N n I R NOIR
UHC CO
RAKGF - 2 2
INSTB GtS IEHP 153 . !>4.
'RAW VALUE MV 15.7
-------
CDMRUSTDP RFC TFS7
i DATF --
3/?5/77
INSTRUMENT PPERA7rR
u - TRFMRLFY ' — '
F Nn INF MANUPACTL'RFP
I Yr.OMlNr.
FUEL IOENT-.
JF7-A HC PA7ID C.152
(IRIFICF AIRFI CW LP/SEC
io.n
S IMIJI ATFD ThPLST LRS
600.0
- TATA priM
172135
. —
NCDFL
ALF-5C2
,'FUFL" FLTU PPH -
47fi.
F72 FFIA
43 . 4
FUEL-MR RA7IT MF
C.0122
TFS1 TFLL
I
7FS7 TPERA7CR
FHARC7
SERIAL NUMBER
LF04
MANIFCLD FUFL" TEMP FAH "
226.4
773 nEG.P/NKINE
811.5
AS.
r SIMULATED -1NLFT PRfSSLRF.-rrt>S1A
1 15.85'S
W i SIMULATED INLFT TFMPEFAT
ji. ' 564.7
°" SPECIFIC. HUMIDITY GPAINS
26.7
j FILTFR ARFA iTE5 -< t
\ CI.FAN f.K SMOKE I^LMRFR C
SMHKF NUMPFP VCL.
0.0 """ " "
4 . ">
2.3
i ? .?/ "
RASFOIIS FMS51TNS
F in
1 • - — - — — - u(. f-
RANT.F 1
INSTR HAS TFVF 150.
RAW VAI UE MV 14.
GAS rnrjr.FN PF^JD 57
r.AS CPNr.FN PC7 O.CC
FM1SMPN IMPEX -e .1
FUFL-AIR PAI in c.ci
URE 70 PEG.PANKINF
/LR TRY AIR
_. _.. _ _
-LITFFS FLCW-CFM PP
T;C "C".5i ~'
A.C C.52
7.C 0.51
H.C C.51
M1FR NCIR
cn - rr2
2 2
61. 61.
4 7SI.I 556.9
.2 395. c 2'iirc.
57 C.C3c.f- 2.4109
? 12.* ~ ' 2122.
19
- ' — ' -~ — ' — *" -
ESS.-PSIA TEMP. OEC.FAH
~ 11.240 •— -"78VO~"
11.161 78.0
11.24C 78. C
11.24Q 77. C
•
OEM OEMI
- NC — Nrx~- — —
1 . 2
65. 65.
677.7 267.6
C 16.6 ?8.9
O.CC17 O.CC29
2.2 J 3.«; • -
172125
172135
172125
172125
172135
172 125
172135
172 135
172135
172135
172135
172125
172135
172125
172135
172135
~172135
172125
172135
172125
172135
172135
172135
172125
172135
172135
172135
172115
172135
172135
172135
172125
172135
172125
-172135
172125
-------
td
CnyRUSTDR RIG TEST
\ »)ATF
3/25/77
INSTRUMENT PPERATCR
|
TRF.MRLTY
FNGINF MANUFACTURER
LYCHMINC,
* FUFL IPFNT . " '
JFT-A HC PATIO C.152
ORIFICE AIRFLGW LB/SFC
10.4
SIMULATED THRl ST LBS
600.0
•••— SI MULATTO -mtTTTFFSSUPE
15.855
TAT a
POINT -
1P2155
NCOEL
ALF-5
TUFL
478.
PT3 F
*i 5 • 3
FUEL-
C2
FLTW PPK~
?TA
AIR RATIC ff
TEST CELL
1
TEST OPERATOR
EhAKCT
SERIAL NUMBER
LFC4
' ' NANIFCLD FUELTEMP'FAH
224.7
TT3 EEC. PANKINE
R 12 . *3
*S .
0.0127
"TrpTTTA
SIMULATED INLET TEMPERATURE TC DEC.
564.T
SPECIFIC HUMICITV CPAINS
176.2
F1LTFR ARtA ;~3t5"Sf
CLEAN CK SMHKF NLMPER C
SMQKF NUMREP VCL.
' ' 2.3
2.3
2.3
" 2.3 '
GASFHUS FMISSICNS
Fin
- - .. . - UKr
PANGF . 2
1 INSTP HAS TFMF icr, .
, "PAW VAI UE MV IE.
GAS rONCFf PFM(C > 146
HAS CONIC FN PCT C.C1
"" FMTSSK'M INPFX 5.P
FIJFL-A1.R PATTC C.C1
/LR CRY ftIR
-LITFFS
7- . f]
i.r
7.C
11. C""
NDIR
rrr—
?
tl.
5 qil.C
.0 481.
46 C.04E
C • ' ~ 'I fi . c
-f?.
— — . — _. _
PANKINE
FICW-CFK PR
C . 4*)
C.50
C.50
"C.52
NCIR
_ r(-2 ._-
2
61.
5£ 4 .3
E 24562.
4 2.4563
' ~ Z101.
, — _ . . — — _ -„
i
C5S.-PSIA TEMP. DEG.FAH
11.188 ' ' 82. C ""
11.231 82.0
11.213 6 I . C
' '11.188 - -£2.C
CHEM C^EMI
- ' KC "KCX" "
. 1 1
64 . ( 4 .
,477.3 7fi<3.l
E 12.2 2C.O
'O.OC12 O.CC20
1.6 2.6
182155
18?155
182155
182155
1 E < 1 5 5
1P2155
182155
182155
182155
182155
1F2155
1E2155
182155
1E2155
IG2155
182155
182"! 55
182155
182155
1E2155
182155
16215^
1E2155
162155
182155
182155
182155
182155
182155
182155
162155
182155
182155
162155
182155
182155
-------
w
k
Rin IFST
OATE -- ~ - -
3/ 2/77
INSTRUMENT OPERATHR
TREMPLEY --------------
ENGINE MANUFACTURER
LYf-DMING
FUFI. IPENT. - - - - -
JF.T-A HT R4T1P C-l^a
nP-IFICI- AIRFLOW LR/SEf
CATA FTINT
NP.PEL
ALF-fC2
FUFI. FLCW PFH
ll^S.
FT1 PSIA
TEST TELL ~
I
TEST CPEPATGR
EHAFPT
SERIAL NUMBER
LFC4
fANIFfLO FUFL TEMF FAK
226 .2
TT3 CEG.RANKINE
19P144
SIMUIATFO THRLST IBS FUEL-MR PATIC NEAS.
6^00.0 C.CIP2
SIMULATFH INLET PRESSURE FT FSIA
12.761
SIMULATED INLET TEMPEFATIJPF TC DEG.PANKINE
47B.T " -~
SPECIFIC MUKIDIIV G
23. ft
MLTFR AREA ,3P5 S I
fl FAN CK SMOKE MNEEP C
SMDKf NUNPER
18.7
GASFniJS
PANGf
INSTP CAS TFMF
PAW VAl UF MV
GAS rrwFN PPM (r )
GAS THNCFN PT.T
FMISST^M ivnrx
FUFL-AI" PAjn
19JU44
f. IN?/1 F TRY AIR K8144
l°8144
- - - - • 1SR144
P C 19R144
VCL.-LITT3S FLrW-f.FN PRESS. -P5IA TENF. OEG.FAH 196144
- --J.C ' C.5CT - 11.716 - ' ' - -70. C " 19R144
4.C C.5C 11. «9? 7C.C 19P144
7.C C.^0 11.716 70. C 19P144
11. 0 C.50 11.116 7P.CT 198144
19P144
FIC hDIR NOIR CI-EM ChEMI 19P.144
ITC CC "Cn2"" NO — MIX 19R144
12222 1«DR144
154. 5?. '.2. <4. d4. 1TR144
5.fi 354.7 307.2
-------
RIG TFST
DATFT -------------------- '
3/ 2/77
INSTRUMENT flPERJTCR
'TATA FCINT
193124
FNGINF MANIJFACTLRFR
LYmMING
FUEL TDENT-.
JET-A Hf PATIQ G.lSfl
ORIFICE AIRFLOW LB/SEC
ALF-5C2
TUEfFLCW ?PH
FT3 F
— T5V4
-TEST CELL
1
TFST OPERATOR
-"EKAPCT
SERIAL NLPBFR
LFOA
f'ANIFCLC TUEL TEMF'TffH
225.3
TT3 DFG.RANKINE
193134
1^3134
td
FUEL-AIR RMIC MFAS.
C.C113
PTT-PSTA
SIMULATED ThRLST LRS
19«5f).n
S IMI1L aTETTI NCET PR
12.761
SIMULATFO INLET TFNPEFATLPF TC CEG.PAISKINE
_ —
SPECIFIC HUMIDITY GRJINS/LP TRY AIR
24.0
TILTFR-ARE-A-T3F5 n "
CLFAN r.K SMCKE NUMBER 0
SMRKF NUMPEP VCL.-LITERS
193134
193134
193134
193134
153134
— 193T34
1C3134
193134
193T34
193134
193134
10. e,
1A.Q
GASFOIJS FMISSICNS
RAMfiE
INSTR GAS TEMP
RAW VALUE MV ' ' -
GAS TDNCFN PPM(f)
GAS nNCEN PCT
FMISSTHN TNRFK ""
FUFI.-AIR P^TTn
'i.C
l.C
"ll.C
FIC
UKC
1
C.CC35
1 .5:4"
C.C1 12
NDIR
cn
C.52
C.51
C.51
NDIR
C02
PPFSS.-PSIA TEKP. DEG.FAh
1K666 74."0
11.666 74.C
K. * •
58*:. 6
264.9
C.C26 5
"2T.?
•=5.
= 16.6
2^668
2.266H
3121.-"
11.691
11.115
NO
2
64,.
207.7
20.4
74 .0
74. C
OEMI
NHX
2
64.
217. £
31.4
C.CC31
193124
193134
193134
193134
192134
193134
192 124
193134
102134
193124
193134
193^13 4
193134
192134
192134
192134
193134
192134
-------
w
VJ1
o
I ...
COMBUST DR PIG TF«T
DATF " - "
3/25/77
INSTPIJMFNT CPFRATC.R
FNGINF MANUFACTURER
LYC.OMING -
FUEL IDFNT.
JET-A HC PATIO T.152
ORIFICE AIRFLCW LF/SEC
1 fl.6
SIMIII ATFD THRUST LRS
iO'iO.O
SIMIJLATfn INLRT PRESSURE PC
14.6Q6
SIMULATED INI FT TFVPEF ATL'PE
471. 7 •'••" ' "
SPECIFIC HUMIDITY GPMNS/LR
26. *
FILTER APFA .3F5" £ I
C.LFAN CK SMPKT: NbKRER 0
TATA
C12144
FCINT TEST CELL ~ ' C12144
4 I C12144
TEST CPF.RATHR C12144
_ . . ^_ EI-/IPHT Cl^l^»
c<5 .
5 2f! .?
210.
C.C23
'C .c.
HrJZ.7
AIP RATIO MFAS.
C
FANKINE
FLCW-CFy PRESS. -FSI^
T.4R " 11.2<1
C . 4 8 1 1 . 2 < I
0.50 11.292
C.43 11.243
K'CIP CFFM
C.C2 NC
' 1
f: 1 . 65.
512.4 f?lC.C
2 2,?C69.S ?C
f 7. 20 70 C.CCPiC
"143. 2.0
U 1 d L 4 4
C13144
C13144
~ 012 144
013144
C12144
012144
C12144
C13144
012144
C1M44
TEMP. REG.FAF C 12 144
79.0 " 012144
7<3.C C12144
79. C C12144
7«5.0 012144
• C12144
C.hE^t C12144
KHX ~ C12144
2 C 1 2 1 4 4
64. C13144
217.3 C13144
.5 32.6 C13144
C.CC33 C12144
•v ~ 4.^ C13144
: C12144
-------
w
I
(Jl
CRMRUSTOR RTG TFST
DATE
3/25/77
INSTRUMENT OPERATOR
TPpMB1.FY
FNGINF MANUFACTURER
LYr OWING
-•• FUFL- IflFMT-.
JET-A HC PATin C.152
DPIFIf.E AIRFLCW LB/SEC
21).?
SIMULATED THPLST LPS
1950.0
TATA* FTtTKT
1=3144
NCDEL
ALF-^02
FUFL FLtTTTFH
807.
FT3 FSIA
Bl . I
FUEL-AIR RAT1C NE
C.Olll
US! CELL
1
TEST OPERATOR
E H A H fJ T
SERIAL NUMBER
LF04
~" NANIFCLO" FUFITTTHP-FA
225.3
TT3 DEG.B*M
-------
w
I
Ul
CPMRUSTPP RIG TEST
HATE - --- - - -----
3/25/77
INSTRUMENT OPERATCR
TRF.MPf.F/Y ' ' " '
FNGINF MANUF ACTLRER
LYCPMING
FUEL IDE NT-;
JET-A HC PATIO C.152
ORIFICE AIRFLOW LB/SEC
18.3
SIMULATED TKPLST MS
1950.0
f SIMULATED 'INI/FT -PPFSSLR E"PT PS
14.696
SIMULATED INLFT TEMPERATURE Tf.
49B.7
c»n
KCDEL
ALF-1:
FUFl.
758.
FT3 P
75. C
FUFL-
c.nn
IA
OFG.
*
C?
FLCU- PPH
SIA
AIP R/STIC MEAS.
5
. - — ....
PANKIKE
TFS1 CFLL
1
TEST CPERATCR
F \r A P n T
SERIAL NUMBER
LF04
NAMFCLH FUFL TEMF FAH
226.8
TT3 CEG.PANKINE
FC6.C
- —
SPECIFIC. HUKinnV GPAINS/LE CRY A IP
25.1
F II TFR AREA .3E5 ?I~
CLEAN CK SMOKF NLMPEP C
SMP.KF NUMREP VCL.-LfTEF
.._..._ 2^-3 - ~ 3~.
t . 7 4 .
ft . 7 7 .
12.<5 11.
GAcFflUS FMISMCNC
Fir
i.... ... _ (J^-r __
RANGF i
IMSTP GAS TFf.'F lf,C.
! PAW VAI UF NIV 28. S
GAS CniMCFf" PFMIC) 2fl.P
GAS CPNCFrt PTT C.CC2r,
FMTSSIPM INHFX 1.2~
FIIEL-AIK FATIH C.C114
S
o —
c
c
0
NDIR
T.n
2
f I.
f C3 .5
221.
r . c 2 7.
ir> .r
_ .
FLCU-CFM FPE5S
- -0.50
C.50
G.5C
C.48
NHIR
" CC2
2
f. I.
539.9
2 233CC.f
1 2.?2Cl
3147.
—
.-FSIA TFMP. CFC.FAh
11.335 " - -8C.O
11.135 60.C
11.235 PC.C
i i.2ae 80.0
CJ-EM CHFMI
NP NOX -
2 . 2
ef. t4.
247.3 356.4
25.4 36.8
C.CC25 C.CC31
l.b r 5.2
..
C23134
022134
C23134
C22134
' C23134
C22134
C23134
C 23 13 4
023124
022134
023134
C22134
022134
022134
C22134
C23134
n 22 134"
C22124
023134
C23134
C2P134
C23134
C 23 13 4
C22134
C23134
C23134
023134
C 23 13 4
C 22134
C 2"1 1 34
023134
C22134
H 2 3 1 3 4
C22134
C23134
CP2134
-------
I
U1
C.OMBUSTOR PIG TEST
"DATE
3/25/77
INSTRUMENT ClPERATCR
~TRFMRT~FT
ENGINE MANUFACTURER
LYfOMING
FUEL" TPENT7 "
JET-A HC PAT in C.152
ORIFICF AIRFLOW LB/SEC
18.3
SIMULATED THRLST LPS
1950.0
' ~ SIMUrATFO ItCLFT-TPES^CRE FO
14.696
SIMULATED INLET TEMPFPA1LRE
49H. I
SPECIFIC HUMIPITV GRMNS/LR
35.4
1 ' FILTER ARE a* .3T* ST"
! CLEAN CK SPCKE la^RER C
SMHKF NUMREP VCL.-L1
" " " 4 . f .
f .7
P.R
CATA FCTNT
Cf 3 144
MOOEL
ALF-5C?
FUF1. TttHiT
767.
FT3 PSIA
/"3.C
FUEL-MR R
C.0116
" PTTA — — -
TC DEG.FANKI
CRY AIR
• — --
— ~ -
PPK" "
AT 1C ME
. _
fvF
TEPS FLCU-CFN FR
3.CT
4 . C
7.0
12.9 - 1T.C
GASECMJS F^MSSIC^S
Fin
LH1
PAMGF • 1
'iNSTP GAS TEMP IfC.
RAW VALUF MV 31.9
GAS C.nNCFM PPM(C) ?2.1
GAS CONCF.N PC.T C.CC?2
FMISSTf.N 1NPFX ~ 1.37
RJFL-AIP PATIH c.cm
NDIR
" ' m
?
?9.
^IC .9
225.1
C.C22!:
1 9 i4 "
C.50
C.50
C.50
0.48 "
NHIR
CC2
2
cc .
537.8
23198.
2.31SP
1146. '-
TEST CELL "
I
TEST OPERATOR
EH Af< CT
SERIAL MMRER
LFC4
VANIFCLC FUEV~TFMP"FAH '
2?6 . fi
TT3 rEG.RANKIKF
SC7.2
/SS.
— - . _ - - - - — ™- -^— . , -
i
. — _ _ __ ^ _ ,. _ .
ESS.-P5I^ TEKP. OEC.FAh
' 11.7F5 •'" 7fl.C
11.336 78. C
11.336 78.0
11.2R7 - 79.C
CfEM ChENI
^(J NQX
•2 2
64. 64.
2.39.9 346,7 ~
C 24.6 35.6
C.CC2* C..CC36
?.*. 5.C
C63144
Cf 3 14'4
063144
C63144
06114^4
CC3144
C62144
C63 144
Cf 2 14 4
C63144
0 63 T4 4
C63144
C63144
C63144
063 144
062144
C 6~3 144
C62 14 4
063144
C 63 14 4
C63144
Cf.3 144
C63T44
C£ 2 14 4
063144
C€ i 144
C6? 144
063144
063144
063 144
T. 63 14 4
C63144
C6? 144
C63144
C63144
C63144
-------
td
i
01
C.OMRUSTOR «IG TEST
HATE . ,. ._ ...- .......
3/?5/77
INSTRUMENT HPFPATCR
TP-FMRLFY
FNGINF MANUFACTURER
LYGDMING
FUFL inENT. "-
JFT-A Hf PATIO C.152
OPIFIfF AIRFLOW LG/SFf
15.7
SIMULATFD TV-PUST 1.RS
1950.0
SIMULATED INLF. T~FP ESSLRE PC
12.761
SIMULATED INLET TEMFEFATUPE
518.7
SPFC.IFK HUMDIIY GPA1NS/LP
51.9
FRTFR APT A .3T5"SI~
CLFAN CK SMOKE MMRFP 0
SMOKE NUMRFR VCL.-LT
2.3
0.0
4.5
- 8 . R - - - -
GASFPUS FP. IS 5. IGNS
; Fir
PANGF 1
INSTP GAS TFfP 1«:C.
PAW VAL UF MV 36.4
GAS CONG FN PPM(G) 32.2
GAS r.flNfFN PTT C.GC32
Ff TSSIPN INnrX 1.30
FDFL-AIR RATIT C.0120
TATA POINT
2C3144
NCDEI.
ALF-?:C2
- FUFI FLCW PFH
69C.
FT3 FSIA
t 5. C
FUFL-AIR RATIT
0.01??
TT CEG.PANKINE
TRV AIR
TEFS FLCW-CFN
4.C C.50
7.C 0.50
ll.C - C.50
NCIR NCIR
•~m - cr.2
2 2
56. 56.
236. P 2447
C.C231 2.441
in. 4 3146.
TEST CFLL ~ "
I
• TEST r.PERATGP.
FFAFTT
SFPIAL NUMBER
LF04
PAN1FCLC FUEL' TEMP FAH
226.4
TT3 CFG.PAMUNE
9CO .8 - .
NFAS.
PRESS. -PSI« TEMP. CFG.FAH
11.194 75 .0
11.394 15.C
11.345 15. C
11.394 75.0
ChFM OFMI
NC ' ~KTJX~ - - - -
2 . 2
64. 64.
248.3 353.0
7.5 25.2 35.9
8 C.CG25 O.CC36
3.4 •» 4.e. ' -•--
203144
203144
203144
2C3144
203 144
201 144
203144
2C3144
203144
2C3144
2C3144
2C3144
203144
~ 203 144
2C3144
2C3144
2C3 144
2C3144
203144
'203144
203144
2C3144
203144
20? 144
2C3144
203144
- 2CM44
2C3144
" 2C3I44
2C3144
203144
2C3144
203144
203 144
2C3144
203 144
-------
tfl
U1
Ul
rOMflUSTDR ,R IG TEST
DAI f-
3/25/77
INSTRUMENT OPFRATCR
TREMBI hY
FNGINF MANUFACTURER
LYCnMING
FUFL IDENT.
JFT.-A Hf. RATIO C.I 52
OPIFir.F AIRFLOW LB/SF
I 8.0
SIMULATED THPLST LRS
1950.0
SIMUl ATED TNLFT PPF.SS
14.696
SIMULATED INLET TEPPF
51H. /
SPECIFIC HUMinilY TRA
2ft. 8
FTI.TFR APFA~'.~3f5' Tl
fLFAN CK SMOKE NLMREP
SMOKF NUMBER V
2.3
8.R
' " ' ' I?.?
GASEOUS FMISSICNS
L ••• ,F,
u
RANGF
'INSTR CAS TEVF I
[' ' R AVJ VALUF WV "•
GAS Cr-MCFN PPM(C)
GAS rriNrF.N PCT c
1 "FMTSSTPN" INDEX — "
FUFL-AIR RATir C
-
C
LRE FC
FATURE
INS/LR
0
CL.-LT
1C
\-c
1
50.
1R.6 -
17.0
.CC17
.C120
CAT A
NCDEL
ALF-5
FUEL
787.
PT3 P
75.2
FUEL-
0.012
" FS"I t~
TC CEG.
TRY AIR
TEPS
3.0
«.C
7.C
1 1 .0
NPIR
?
( I.
" 445".C
19C.
C.019
1^.5
FCTTKrT~ " '
4
C2
FLCW PPK •"
SIA
AIR RATIC VE
2
RAKKINE
FLCW-CFM PP
C.50
C.50
C.50 '
NHIR
Li. Z
2
61.
~ •••568.5
2154.
JtSl < tLL
I
TEST OPERATOR
E h A P H 1
SERIAL ^U^'BER
LF04
NANIFCLC FUEL TET1P FAH
225. fl
TT3 HEG.R*M
-------
L.
w
CPMBUSTHR Pin TEST
DATE -
3/?5/77
INSTRUMENT DPERATCR
TPF.1Pl.FY
FNGINF MAMUFAfTLRER
I YfOMING
FUFL IliFNT. ' •
JET-A Hf RATIO C.152
ORIFITF ATRFLCW LP/SEC
1^ . R
SIMULATED THPLST IBS
19*0.0
SlM'JLATFn INt^T PRESSURE FP P«
1 4. fi144
.C C72144
. 072144
C11144
C73144
072144
C72144
C7~ 144
072144
C 7 1 1 4 4
C73144
C72144
-------
w
I
Ul
CnMRUSTOR. P 1C TFST
DATE
3/25/77
INSTRUMENT OPERATCR
TRbMPLFY
TNG INF MAKUFACTIRFR
1 YCHMING
"•• FUEL IDfcNT . '
JET-A Hf RATIO C.152
OPIFITF AIRFLOVi LE/SEC
17.7
SIMULATED THRLST LPS
1950.0
"STMUI ATEO INLET FPE"SSLPE~PC
14.696
SWJIATED INLF.T TEPPEFATUPE
51H. /
SPFCIFIC HUMIDITY CRAUS/LP
6.9.9
r FILTFP ARTA ,TfT"5T '" '
flFAN CK SMCKF, MJMF.EP 0
SMDKF NUMBER VCL.-LI
4.5
fl.fl
... _ 10. P " ~ "
GASFDUS TMISSICNS
F ID
UhC
PANGF • 1
'INSTP GAS TFMP 15C.
• PAW VAI UF MV ' — '2R.5 ~
CAS fPNCEN PPM(C) 27.6
GAS r.nWfEN PfT P.CC28
rUFL-AIP PATIH C.C122
CATA'THIN'T
™%C2
FUEL" "FL'tW
783.
FT1 PSIA
75.1
FUFL-AIR
0.0123
PS I A
Tf CEG.RANK
CRY A IP
-**r-
RAT 1C
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TEPS FLfh-CFM
7.C
11. -c - —
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2
58.
706. <5
C.C32C7
16.fi
(T. ^0
C.50
0.50
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C02
2
" 574.
24SJ
"1151
TbST CELL
1
TEST OPERATOR
EFAPCI
SERIAL MJMBER
LF04
fAMFCLC FUFL" TEMP FAH
226.4
TT3 CEG.PANKINE
CEAS.
'
r
PRESS, -FS1A TEMP. OEG.FAh
11.221 fH.C
11.121 78. C
11.221 7B.O
"" 11. :21 78. C"
f,l-EM ChENI
\Kr. NCX
'? 2
1,4. 64.
5 - 257.2 3£d.4
63.2 2«,4 37.6
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103144
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103144
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103144
1C3144
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103144
1C3144
1C3144
" 103144
1C3144
1C3144
103144
103144
103144
103144
1C3 144
103144
~ "103144
103144
103144
1C3144
103144
1C3144
1C3144
103144
-------
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I
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CCMRUSTDR PIC TFST
OATF- -
3/?5/77
INSTPIIMFNT DFFPATCP
L- TPFMPLFY "
FNGINf MANUFACTURER
LYCnMING
FUFL -1DENT; - - - ' -
JFT-A HC P*VTIP C.152
ORIFITF AIRFICW LP/SEf
1 *? • f>
SIMULATED THRL.ST LRS
1950.0
SIMUIATED INI ET-FRESSLRE PT
15.P55
SIMUIATFP INLFT TFMPEFMUPE
513.7
SPECiFir. HijfiniTY GRAINS/LP
51.6
FILTER AFFA .3F5 *T -
CLEAN CK fMOKF NUMBER 0
snriKF NUMprp VCL.-LI
6.7
6.7
-14.5
GASEOUS FMISSTfKS
FIT
... J-
- ui-r
PA^IGF 1
INSTP f.A.S TFMF 1 = 0.
RAW VA| IJF MV 1^.8
GAS rOMr.FN PPM(D 21.3
GAS THNCFri PCT C.CC21
FMIS^IPM ' INDEX' C.Efc-
FUFL-AIP M ATIO c.ci \ri
CAT4 POINT
U3144
_ ... —
NTDEL
ALF-5C?
- FUFl Ft. CM PFK
R43.
FT3 FSIA
8fi . S
FUEL-AIR RATIC ff
0.012C
PS1A ... -
TC REC.RANKINF
TRV AIR
TEPS FLCW-CFM PR
-T;.O~ ' • c.so
4.C C.5C
7.C C.50
11. C C.50
NCIR NCIR
" rn " crz
? 2
f>. 62.
445.^ 563.6
192. R 24444.
C.0l«:3 2.4445
15. " ^l^.
(
TEST CFLL
1
TEST TPERATOR
"Eh/FrT " '"•
SFPIH hUyPEP
LF04
VANIFGLC FUEL TEMP FAH
225.1
-TT3 CFG.PANKINE
^0 1 . fl
AS.
. - _ . . _ _
FSS.-F5I/ TEMP. HEC.FAh
li;?5I " ~ "- 8070 —
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11.351 80.0
- 11.351 - PO.O
.
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KH NCX
2 2
65. 64.
271. P ?E5.^
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163 144
163 144
163 144
163144
163144
162144
163144
163144
163144
162144
167 144
16M44
163144
163144
163144
162144
163144
163144
163144
163144
163144
163144
163144
163 144
163144
163144
163144
163 144
167144
163144
163144
167144
16: 144
167144
163144
163144
-------
rOMRUSTflR. R IG TEST
r DATE
1 3/25/77
j INSTRUMENT OPERATOR
FNGINF MANUFACTLRFR
FUFL IfJFNT.
JFT-A HC PATIO C.152
OR1FICF AIRFLOW LE/SEC
17.5
SIMULATED THRLST LBS
1950.0
S IMULATEP INLET 'PPF-$SL'f*E FC
14.696
W SIMULATED IMLET TEMPFPATUPE
* SPECIFIC HUMiniTY G"AIN£/Ln
25.4
CATA POINT -
C43114
NOHEI
ALF-5C2
FUFL FLCVT PFH '
815.
FT3 PSIA
FUEL-AIR RMIC PEAS
C.012^
TC DEG.RAM
-------
RIG TEST
CP?134
td
i
DATE ~ DATA FCINT
3/?fl/77
INSTRUMENT DPERATCR
TREMPLFY '
FNGINF MANUFACTURER
1 YC OWING
FUFL IIIENT.
JET-A HC RATIO C.158
ORIFICE AIPFi.nVx LR/SEC
13.0 - - —
SfMlll ATFO THRL'ST LBS
1950.0
SIMULATED INLET PFESSLRE FC! P<
14.696
SIMWATED IM.ET 7EMPERATLRF TH
544.7
SPECIFIC HUMIDITY GRMNS/LR CR
51.4
FILTER AKFA .385 SI - -
CLEAN CK SMOKF MKRER C
SMOKE NUMBER VCL. -LITER
2".3 """ " "" "" ~" ~3 ."
2.3 4 .
£ .7 1.
10.1 11.
GASEOUS EMISSICNS
FIT
LKC "
RAMGF 1
INSTR GAS TFMF 151.
RAW VAI.UF MV 21. <;
C.AS CIINCFM PPMtC » IP. 3
HAS CDNCFN PC T C.CC18
FMISSIflM INHFX C.7?"
FUFL-AIR PATK1 C.01?4
C83134
NCOEL
^LF-5C2
FUEL FLCW
Plf..
PT3 PSia
75.1"
FUFL-«IP
0.0126
1 1
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•
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—
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439.9
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14.7 -
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C.50
C.50
C.49
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cn»
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64.
5E7.3
253C6.7
2.«:3C6
215G.
TFS1 CELL
1
TEST CPERATCR
EHAFHT " ' ' '
SFPIAL NUMBER
LF04
MAMFfl C FUFL TE^P FAH
229.0
TT3 rEG.RANKINE
C42.7
•
- - -
' ~
S.-FSIA TEMP. fiEG.FAH
11 .419 75. C
ll.^^q 15. G
11.2^0 75. C
• 11.390 75. C
CHFM C.hFMI
NC N'CX" "
2 . ?
64, £4.
3C4.7 419.4
3C.7 42.5
O.CCil O.CC43
4.C ( 5.5- •-
'
nP3134
C82134
C82134
CP? 134
CR3 1 34
C82134
C83134
C82134
G82134
• - CP.2134
C62124
OR3134
C63124
CP2134
CE2114
CP?13V
C82134
CP3134
C 83 134
C82134
C 82 13 4
C82134
C63134
CP3134
C82134
C83134
C82134
"Cfl3134
C. 8 2 1 3 4
CR3134
C82134
C R 2 13 4
C82134
Cfl3134
CP2134
-------
CPMRUSTDR PTC TEST
DATFT ~ '•
3/28/77
INSTRUMENT OPERATOR
TRFMRLEY
FNGINF MANUFACTURER
I YCPMING
FL1FL IDENT.
JFT-A HC RATTC C.158
ORIFICE AIRFLOW LR/SEC
17.6
SIMUl ATFP THRLST IBS
1950.0
CATA POINT -- —
MCPEL
-_ FUEL FLCVTPPH
8C8.
PT3 PSIA
FUEL-MR RATIC NFAS.
C.0127
TFST CFLL '
1
TEST OPEPATCR
SERIAL NUNBF3
LF04
f AN1FCLD FUEL"TET»fF~FA
228.9
TT1 CEG.RANKINE
"SIMULATED INLFT'PFFSSURE KU FS IB '
14,606
SIMULATED INLET TEMPERATURE TC DFG.RANKINE
544.7
SPECIFIC HUMIDITY GRAINS
103.2
-• TUTFR- ARFA- .3 £5 ST
CLEAN CK SMOKF MHBEP 0
SMOKE NU^PFR VCL.
4.5
8.8
GASFPUS FMISSICNS
j Fin
UM:
RANGE • 1
'iNSTP GAS TF;MF 152.
1 PAW VAl HE' MV • - ' 3?.
I GAS CPNCEN- Ppflir ) 26
j GAS CPMCFr PCT C.CC
""' "EMT^S'TTN TNPF.X - - 1>c
FUEL-AIP PATIP C.C1
/LP CRY AIR
-LITERS FLCV»-CFM PPFSS
3.0 C.5O
4.C C.50
7.C 0.50
11. 0 " ' C.50
NDIR NCIR
L(! CCd
2 2
5 s . e F .
3" - - ' 477.3 594.1
.7 203.5 25£3S.3
27 C.02C4 2.563S
3 15. S "2147.
1
.-FSIA TEMF. CFC.FAH
117383 "T6TO
11.383 76. C
11.3P3 16. C
11.530 J6.C
^ i_ C ^ f f*fc.CUV
v^rr^i \*itrP^l
Ml NCX
2 2
d4. £4.
255.7 367. V
25.fi 37.1
d.CC26 C.CC37
J.3 4.7
112144
112144
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113144
1 1J 144
1 12144
113144
" 112144
1 12144
112144
1 12144
112144
-------
Cd
i
o>
r\>
mMRUSTHR RIG TFST
DATE ------ - -
3/28/77
INSTRUMENT OPFRATTR
TPFM.RPFY ' "
FNGINT MANUFACTURER
LYTHMING
FUEL IDtNT.
JFT-A HC PAT ir c.isn
ORIFICF AIRFLOW LP/SEC
1 T.'O ' ' -~ " ~
SIMULATED THPLST LPS
1950. T
SIMUIATFD INLFT PFFSSLRE ?G
14.60ft
SIMULATED II^LFT TEMPERATURE
544 .7
SPEriFtr HUMIDITY GRAINS/LB
I 75.0
FILTER ARFA .??« si
CLFAN fK SMCKE MJMFER 0
SMPKF NUMBER VfL.-l I
4. f> - — • - "
4.5
6.7
f .7
GASEOUS E^ISSICNS
Fin
• ' UHC " ~"
RANGE 1
INSTP GAS TFMP 151.
RAW VA| IJC M\; 44.4
GAS rnwrph PPM in 37.4
GAS CHMfEN Pf.T C.CC37
FMISSinN I M n F X 1.41
FIIFL-AF« PAT IT C . C 1 ? r.
CCTA FTIM
133154
NODEL
ALF-502
FUF1 FLfK PPH
ai2 .
PT3 PSIA
' ""75.1 —
FUFI-/IR RATir MEAS
C.C132
P?1 A - •
TT DEG.RA^Kt^E
TRY Aio
_ ... . . ...
TEPS FLCW-TFC PPFS
"3rn — C"."5Q"
4.0 C.50
7.C C.50
11. Q- C.'JQ
^OIR NCIR
• — rn ~ ~- • rr2 " '
2 2
e. 2 . 5 ? .
4C8.5 6C2.6
217.5 262^1.5
C.0218 2.62^1
" 16 .*i 3131: .
,
TEST CELl
I
TEST OPERATOR
EHAPCT"'
SFRIAL NLPBER
LFC4
NAMFCLD FUEL IfMP
226.4
TT3 CEG.R/NKINE
*J A *\ m 0 "
.
-- - - - - —
S.-FSI« TEr'P. CFG.F
" 1 1 .1 33 ' " ~ ^14
11.211 73
11.25fl 74
1 1.284 75
OFM CI-EMI
Nin •" NCX
2 2
64. 64.
229.1 327. C
22.4 32.3
fi.Cf?2 v O.CC32
2 . B ". 4.0"'
121-154
132154
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132154
122154
133154
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133154
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132154
133154
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112154
122154
1 1 3 1 5"4 '
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133154
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133154
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122 154
132154
" - 132154
132154
-------
CD
i
C.OMRHSTOR .R 1G TFST
OATE "
2/30/77
INSTRUMENT OPERATOR
TPFMPLEY
ENGINE MANUFACTURER .
LYCOMING
FUEL IOENT;
JET-A HC. RATIO C.16Q
ORTFICF A1RFLCU LE/SEC
21 .6
SIMULATED THRUST LBS
2900.0
SIMULATED "TNI.'ET PRESSURE
14.696
SIMULATED INLET 1EMFEFAT
5 1 8 . 7
SPECIFIC HUMIDITY GRAINS
70.4
' - TILTER ARF'A .TEV 5TT '
CLEAN CK SfCKE NUMBER 0
SMOKE NUMBER VCL.
2 . J
10.9
tf.b
GASEOUS FMISS1CNS
FIC
Lt-L
RANGF ' • 1
'INSTP GAS TFMF 12P.
RAW'VAIUE IV T.
GAS CONCFN PPM(C) 3
GAS CCINCEN PCT C.CC
FMISS IOM 1 NDt X C.I
FUFL-AIR PATIO C.C1
CATA" FOIK
NODEL
FUEL FLCW
1116.
FT3 PSIA
So . 5
FUEL-AIR
0.0144
p u P £ 1 «
URE TC CEC-.P/NK
/LR CRY AIR
T
PPH
RATIC ME
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-£C5.4~
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1
TEST OPERATOR
SERIAL NUMBER
LF04
NANIFC.LC FUEL TEMP FAH
224.6
TT3 DEG.RANKTNE
AS.
I
ESS..-PSIA TEMP. DEC, FAH
U.JH4 /4.0
11.279 74. C
11.354 74.0
11.279 ' '74~,0
cVm CI-EMI
^1! M"X
•'? 2
'" 4-5 4. C 52?ri
1 4C.1 53.8
O..CC4€ O.CG54
*: . I ft.c
104134
104134
104134
104134
104134
104124
1C4134
1C 4134'
104134
1C4134
IC4134
104124
" 1C4134
1C4134
1C4134
1041J4
1C4134
1C4134
104134 -
104134
1C4124
-~I04U34
1C4134
1CM24
104134
104134
IC4134
104134 "
104134
1C4134
1C4134 '
IC4134
104134
~TC4Y34
1C<124
-------
w
L...
r.PMBllSTOP RIG TEST
DATE
3/28/77
INSTRUMENT OPF.RATCR
TRF'MRlFr- ;
FNGINF MANUFACTLRFR
1 YrOMING
FUFt. IOFNT. - - -
JET-A Hf. RATIO C.158
ORIFIf.E AIRFIOW Lfi/SEC
14.3
SIMULATED THPLST LBS
1950.0
SIMUI.ATFH TNLET-PRESSLPE FH
12.761
SIMULATFO INLFT TEMPEFATURF
564.7
SPECIFIC HIJMTDITY GRMNS/LR
177.5
FILTFP APTA .365 SI
CLEAN CK SMOKE MJNPER C
SMOKF NUMBER VCL.-LIT
4 . *5
2.3
4 . 5
. _ . ft . 7 - •- - I
GASEOUS EMTSSICNS
FIR
. .... . ... .^p
RANGF 1
INSTR GAS TFNF 151 .
RAW VAl UF MV ' 3C.T '
GAS CPNCFN PPV(C) 26.6
GAS CONCFN PCT C.CC27
EMISSION TMHFX- 0.^3
FUEL-AIR PATIH C.CITI
TATA FPINT
?231 54
— — • - - - - -
croEi.
Al.F-502
"FUFl FLCWPPH
7? 3.
PT3 PSIA
6 S . 5
FUFL-AIR RATIC VEAS.
0.0141
FSIA
TT DFG.PAhKlNE
HPY AIR
. . _ - .... __ _
FPS FLCW-CFM PRESS
"2.0 C .^0
4.C C.50
7.C C.50
l.C C.5Q
NDIR NCI*
— rn - cr2 - - --•
2 2
5<3. 59.
465.1 f.51.0
l^R.e 28414.5
f.Cln<3 2.^414
' 14.0 ' 214C.
TEST CELL
I
TEST CPERATCP
EVAPTT '" ~ "
SERIAL hUMHER
LFC4
MAMFCLT FUFL TEMP FAH -
224. fl
TT3 REG.RANKINE
*: "7*1 • 1
— - - - — - -
_-. ._..
.-PSIA TFMP. OEG.FAH
11.353 ' ' " 72". 0
11.253 72. C
11.253 72.0
11.353 72. C
-
OEM CI-FMI
~M7 " "" " "~" ^"O(
2 , 2
< 4 . £ 2 .
25C.3 355.6 "
25.4 36.2
C.CT25 C.CC36
2.*; J 4.2 ;
;
223154
223154
2231*4
222154
222154
2?31f 4
223154
223154
223154
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222154
223154
223154
223154
223154
223154
222154
223154
222154
222154
223154
?22154
-------
w
COMBHSTDR .RIG TEST
DATE
3/28/77
INSTRUMENT OPEPATCR
TPFMRLEY
ENGINE MANUFACTURER
LYCflMING
' 'FUEL inFNT1.
JET-A HC. RATIH C.158
ORIFICE AIRFLOW LB/SFC
17.4
SIMULATED THRUST LBS
1950.0
- ' SIMULATED INLET PRESSURE FH
14.696
SIMULATED INLET TEMPEFATURE
SPECIFIC HtMIOITY GRAINS/LP
57.0
" 'DATA "POINT"
C93134
MCHEL
ALF-5C2
FUFL FLCW PPH
83t.
FT3 PSIA
76. 4
FUEL-AIR RAT 1C MEAS
0.0134
V 5. 1 A
TO DEG.RANKINE
TRY AIP
FILTER ARfcA .385 ?I
CLFAN CK SMDKE NUMBER 0
SMOKE NUMBER VCL. -LITERS FLCW-CFN PRES
2.3
P.fl
r 12.9
1 GASEOUS EMISSION?
FIO
UK.
'iNSTP GAS TFKP 151.
••- PAVrVATUE'MV 12.2 —
GAS CONCEf PPM(C) 9.4
GAS C.DNCFN PTT C.CCC9
"FMTSSTHN HITEX "'" C.34~
FUEL-A1P PAT in C.C133
7.C C.50
NOIR N'DIR
CM Lt'2
2 2
46. 46.
-ITO.fi" — €21 .7
150.1 212A2.A
C.015C 2.1242
ll.O 3147.
TEST CELL
I
TEST CPfRATCR
ehAn:i
SERIAL NUMBER
LF04
C93134
09313A
C93134
C93134
C93134
C93134
^ANII-CLC FUfcL TEM»- hAK CS^l'34
224.9 C93134
TT3 OEG.PANKINE 093134
•
1
S.-FMA TEMP. OEG
11.338
11. M4
11.3^3
11,3£3
C.HEM OEMI
•NU NOX
•2 2
6,3. 63.
377.8 488."! "
37.5 48.
C.CC37 C.CC4S
' ' 4.5 "5i9~
C93134
093134
LS3U4
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C 93 134
C93134
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73. C C93134
73. C C93134
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C9313A
093134
C93134
C9rl34
7 093134
C92 134
C93134
-------
td
L
_. -
1
Cfir-muSTDR RIG TEST
13ATF - - - —
3/26/77
INSTRUMENT DPERATGR
TRFMBLEY
FNGINF MANUFACTURER
LYC.DM.TNn
FUFL IDtNT. " - - - -
JFT-A HC RATIO C.15H
OPIFICF AIRFlOk LB/SEC
17.0
SIMULATED TI-PLST LRS
1950.0
SIMULATED INLET PRESSURE PC
1 4.6^6
SIMULATED INLET TFNPEPATLRE
564.7
SPECIFIC. HUMIDITY fiRMKS/LR
104.8
F II TFR APEA ,385 "SI
CLEAN CK ?MCKF M!PEER C
TATA
12214
ynoEL
FTIM
4
ALF-5C?
FUFL
822.
FT3 F
75i2
FUEL-
C . 0 1 3
p-f I A
TC REG,
PPY AIR
SMOKE MJMPFR VCL.-LTTF.PS
- - 4.5
4.5
6.7
12.9 - - "
GASFniJS E^TSSTCNS
F 1C
UH"
PANGF 1
INSTR GAS TEMP l«l.
RAW VAI UF MV "15.5
GAS CONC.EM PPM(C) 12.6
GAS Cnfcr.FN PCT C.CC13
FPISSTHN INDEX" Ci45'
FUFL-AFP PATIH C.C136
-no
4.C
7.C
11.0"
IMDIR
" err
7
42.
168.4
156.
C.Ol^
11.3
,
FLCW PPH
SIA
/!IR RATIC MFAS
6
. . _ _ . .
RAMUNE
FLCW-CFN PPES
~ -C.52
C.50
C.50
- C.50 -•-
NCIP
n:2
2
42.
621.2
7 277C0.1
7 2.7709
3146.
TEST CELL "- ' ' "
1
TEST OPERATOR
EhAPDT
SERIAL NLNBFR
LF04
f«MFCLD FUF1 TEMF FAK
525.4
TT3 CEG.PANKINE
lj 7 S . 6
.
_ - _ . ._ . — _ . — _
•
S.-FSIA TFMP. DEG.FAH
11.392 1?~C
11.2«=2 72. C
11.292 72.0
ii.
-------
COMRUSTOR R IG TEST
"DATE
3/28/77
INSTRUMENT
TATA- FOTNT
143154
-TEST'CFLL
I
TEST CPERATCR
143154
ENGINE MANUFACTURER
LYCOMING
FUEL"1
JE.T-A Hf. PATTC C.158
ORIFICE AIRFLGW LB/SEC
—1 6 .
MHOEL
ALF-?C2
TUFl- FL C1T-FPH
832.
FT3 PSIA
75T4T
FUEL-AIR RAfIC
C.0138
SERIAL NLHBER
LFC^i
M/JKITCL[~FUEt TEMP'FAFT
226.^
TT3 ren. RANKING
td
i
SIMULATED THRUST LRS
1950.0
-S1MUL-ATETr-TW ET~Pt* FSTtP E""Fr
14.696
SIMULATED INLET TENPEFATUPE TC DEG.PAMUNE
AS.
SPECIFIC HUMIDITY GRMNS/LB DRV AIR
173.6
F ILTFR-RPT A " ;3 PT ST
ClFAN CK SMOKF NUMBER C
SMDKF
Vfl•-LITERS
GASEOUS
FLCW-CFM PRESS.-FSI/l TEKP. OEG.FAh
C.50
C.'iO
c.so
NCIR
II."197
11.348
11.371
T3VO'
12. C
72.0
RANGF
'iNSTP GAS TFNP
PAW VAUJF fV - - ~
GAS CONCFN PFM(C)
GAS CONCFN PCT
FWISSTON TMPDf
FURL-AIR PATI^
f.
67.
€ 3" . ?
27999.5
2.8CCO
^31"43.
Cl-Ef I
268.6
2fc
O.CC26
1
— N'OX ----
2
64.
3C6.-8 ----
36.4
C.OC36
_
r4TTT4~~-
143154
143154
T43154
143154
143154
"143154 —
143154
143154
"143154
143154
143154
~~l 41154"
143154
141154
' 143154
143154
143154
"143154 ~
143154
143154
"143154
143154
143154
"141 154 ~
143154
143154
"143154
143154
143154
1431T4
143154
-------
td
i
o^
00
CPMRUSTDR Rjr, TE^T
DATE - --- --
3/28/77
INSTRUMENT OPERMCR
'TPEMPLT.Y
FNGINF MANUFACTURER
LYTHM ING
FUEL 1DFNT . ' "-
JFT-A HC RATIO C.158
OPIFICF AIRFLHW LE/SEC
i n.7
SIMULATED ThRlST LBS
1951.0
SIMULATED INLET PRESSURE
15.855
CATA
18315
NHDEL
ALF-5
FUEL
893.
PT3 F
8 1 . n
FUEL-
0.013
PO PSIA
SIMULATED INI ET TENPEMTL'RF Tf ncC.
564.7
SPECIFIC. HUMIDITY GR/mS
173.4
FILTFR ARfA .185
-------
r
COMBUSTDR RIG TEST
td
OATt
2/30/77
INSTRUMENT OPERATCR
ENGINE MANUFACTURER
LYCOMING
FUFL I DENT.
JET-A HC PATir C.160
ORIFICE AIRFLOW LB/SEC
20.5
SIMULATED THRUST LBS
2900.0
S I MUL ATF. D "I N L h I P H fc S SCR E "' F C
14,696
SIMULATED INLF.T TEMPERATURE
544 . 7
SPECIFIC HUMIDITY GRAINS/LR
106.4
GASEDUS ""EM'lSriCNS
FID
UI-C
INSTR GAS TFMP 128.
RAW VAUJF MV 2.5
GAS CtJNCEN" PFMtfJ I ,'6
GAS CONCEN PCT C.CC02
EMISSION INDEX C.C5
.MM.
ALF-5C2
"'TUEL"'FL'CW~PPH
1116.
PT3 PSIA
1 ^fc-fc
FUEL-MR RATIC C E
C.0151
FSTA
TC DEG.PANKINE
CRY AIR
NDIR NDIR
CO CC32
1 i
6C. 6C.
7 ft H . 4 717.6
6H.2 322^2.
C.CC6E 3.2232
4«? 2153.
Itbi CtLL
1
TEST OPFRATCR
F H A k I.) l
SERIAL NUMBER
LF04
VAN! FCLD 'FUFL TFMP~
TT3 CEG.RA^KI^E
l c I z .
" O •
CHEN I OEM I
NO NOX
64. 64.
4*36.5 555.5
(T-- * ^O.V 5-671"
C.CC5C C.CC56
?,1 5.7
114144
114144
1 14 144
T-AH 114144*
114144
114)44
114 144
114144
114144
" 1 14144
114144
114144
L 14144
114144
114144
114144"
1 14144
114144
114144
114144
1 14144
114144
114144
114144
1 1< 144
-------
APPENDIX C
ENGINE DATA
-------
TEST CATA
OATA POINT
221101
OPERATOR
i
MODEL
ALF-.502 : ^
FUEL FLOW PPH
n
ENGINE
CATE
CS/ll/76
INSTRUMENT
ERMRDT
ENGINE MANUFACTURER
_ L YC C M ING _..;
FUEL IDENT.
JrT-A HC RATIO 0.161
BELLMOUTH ,A IR , F.LCW_LB/SEC
68.1 . - -• •; ••. •.-'•'.
FT3 PSIA •"':•
.3A.-4 -I-.! ' ' •-;'
FT9 PSIA TT9 DEG
14.985 1255.6
NET .THRUST LBS,. N1JIP.M
11104.
____ COBE.A.IR.FLOW.
• • 9.7 -'. - ';...;-. '•=":
. ;TT3 DEG. . RANKINE
TEST CELL
13
TEST OPERATOR . _.
TREMBLEY
SERIAL NUMBER
_.L E0 2-.:.
MANIFOLD FUEL TEMP FAH
166.6
.L.B/.SEC.nFUELTAI.R.RAT.ia_KEAS._...
••': ' ;. o.oiie' - -.-. ••.-,
RANKINE
INLET PRESSURE PC PSIA
412.0
ACTUAL
1 4 . 79 7.
ACTUAL
£37.6
SPECIFIC
101.4
FILTER AREA ,385 SI
-CLEAN CK SMCKE-.NUMBER
EPR
2.32
_K2_PP
1903.
INLET TEMPERATURE TO DEC. PANKINE
HUMIDnY..-GRAI.NS/LB-.DRy. A.I.R __________
SMCKF NUMPEP
... ...2.3 '...
2.3
2.3
-.GASEOUS .EMIS.SICNS _..
VOL. -LITERS
3.0
7.0
11.0
FLCW-CFM PR
0.45
0.47
0.45
ESS. -PSIA TEMP
11.650
._.. 11.847
11.847
11.847
'. DEG.FAH
85.0
_85,fl
85.0
85.0
RANGE ._ _
c-IMSTR GAS TEMP
RAW VALUE MV
. CAS.CCNCEN FPM(C)
GAS CCNCEN PCT
EMISSION INOEX
FUEL-AIP PATIO. .
FID
UHC
..2
153.
15.0
.139.2
0.0139
6.08
0.0111
NDIR
CC
_3
55.
422.6
..5.C.9.5.
O.C5C9
44.7
NDIR
C02
....2
55.
51.3.8
.22237.0
2.2237
30t5. N
CI-EMI
NO
._ 1
CHEMI
NCX
62.
532.7
.._. 13.6.
C.0014
1.9
62.
766.6
19.4.
0.0019
2.8
221101
221101
221101
221101
221101
221101
221101
221101
221101
221101
221101
221101
221101
221101
221101
221101
221101
221101
221101.
221101
221101
221101
221101
221101
221101
221101
221101
221101
221101
221101
-221101
221101
221101
221101
221101
221101
221101
221101
221101
221101
-------
n
ENGINE TEST CATA
CATF
C3/11/76
INSTRUMENT OPERATOR
ERHARDT
ENGINE MANUFACTURER
LYCCMING
FUEL IDENT.
JET-A HC RATIO 0.161
BELL'ICUTH AIR. FLOW L
232.5
PT3 PSIA
153.4
FT9 PSIA
13.317
NET THRUST IBS .. ...
6CQ3.0
.
e/SEc
ACTUAL INLET PRESSURE PO PSI
l-t.710
ACTUAL INLET TEMPERATURE TO
536.2
SPECIFIC HUMIDITY GRAINS/LB
*9.5
FILTER AREA .385 SI
CLEAN CK SMCKE NUMBE
SMCKE NUMEER
24.1
22.4
32.4
38.3
GASEOUS EMISSIONS . _
FANG3 . .
INSTR GAS TEMP
RAW VALUE MV
GAS CCNf.EN FPM(C)
G*S CCNCEN PCT
EMISSION INCEX
FUEL-AIR RATIG
R 0
DATA PCINT
2267C1
MCDEL
ALF-50'
FUEL FLCW PPH
2517.
.._CQRE...AIRFLGh LB/SEC .
33.7
TT3 DEG. RANKINE
1161.2
TTS DEC RANKINE
1612.3
.. .Nl-RFM _ - -
19402.
A
CEG. RANKINE
CRY AIR . ... ....
VOL. -LITERS FLCW-CFM. PRESS
1
Fin
UHC
1
153.
6.5
4.2 .
C.CCC4
O.C9
C.0218
3.0 0.52
-4.0 _ C.53_. . .
7.0 0.53
1.0 0.52
.
NOIR NCIR
CG C02
1 2-
52. 52.
103.6 922.1
. 7.6 .. 44278.1
C.CCC8 4.4278
G.3 2154.
.
TEST CELL
13
TEST CPEPATQP .
TREM8LEY
SERIAL NUMBER
LF02
MANIFCLC FUEL TEMP FAH
236.7
FUELrAIR RATIO K.EAS.
0.0208
EPR
10.40
N2 RPM
6210.
_.
.-PSIA TEMP. DEC. FAH
13.565 88.0
13.467 ... . _ 87.0
13.418 89.0
13.270 89.0
_.
CHEMI CHEMI
NC NGX
3 . . ._ 3 . . ..... .
61. 61.
420. 6 . 443.3
. . .107.6 113.4
0.0106 . O.G113 .
8.C 8.4
226701
226701
226701
226701
226701
226701
226701
226701
226701
. 226701
226701
226701
226701
226701
226701
226701
226701
226701
— 226701
2267C1
226701
2267C1
226701
226701
226701
226701
226701
2267C1
226701
226701
2267C1
226701
226701
2267C1
226701
226701
226701
226701
226701
226701
-------
O
i
oo
ENGINE TEST DATA
DATE
C8/11/76
INSTRUMENT OPERATOR
ERHJRCT
ENGINE MANUFACTURER
LYCOMING
FUEL IDENT.
JET-A HC RATIO 0.161
fiELLMCUTH AIR FLDW LE/SEC
220.7
PT3 PSIA
142.8 . _. .
PT9 PSIA
17.792
NET THRUST IBS
P402.C
ACTUAL INLET PRESSURE FO PSIA
14,701
ACTUAL
536.6
SPECIFIC
92.8
FILTER AREA .385 SI
CLEAN CK SMCKE NUMBER
CATA PCINT
228601
MODEL
FUEL FLCW PPH
2234.
.CCRE AIRFLOh LB/SEC
31,
-------
n
>*>.
ENGINE
GATE
C3/11/76
INSTPUM
ERHARDT
ENGINE
LYCOMING
FUEL
JET-A
BELLMCUTH
171. fl
FT3 PSIA
.100.5
PT9 PSIA
16.212
NET TH
3082.0
ACTUAL
14.735
ACTUAL
536.2
SPECIFIC
94.2
FILTER
CLEAN
SMOKF
GASEOUS
RANCE
INSTR
RAU V
GAS C
GAS C
EMISSION
FURL-MR
TEST CATA .
6
ENT OPERATOR
MANUFACTURER
G ...
ENT.
C RATIO 0.161
TH AIR. FLOW L
A
A
LST LBS
INLET PPESSUR
INLET TEMPERA
CATA PCI
2275C1
MODEL
.. . .ALF-502
NT
FUEL FLOW PPH
E/SEC. ..
E PO PS
TURE TO
C HUMIDITY GRAINS/LB
AREA .385 SI
K SMCKE NUMBE
UMEER
14.9
12. 5
22.4
2?. 2
EMISSIONS
AS TEMP
UE MV
CEN FPMCC)
CEN PCT
N INDEX
P RATIO
R 0 ...
VOL. -LI
FID
UHC
1
154.
7.4
2.7
C.CCC3
O.C9
0.0143
1262.
...--CCRE.AIRFLOfe, LB/SEC
24,6
TT3 OEG.
1015. S
7T<5 DEG
1354.6
..M .RFM
17276.
IA
DEC. RANKI
CRY MR
TERS FL
3.0
. 4,C
7.C
11.0
NDIR
CC
1
53.
334.7
31.0
0.0031
2.1
RANKINE
RAN'KINE
NE
..
TEST CELL
13
TEST OPERATOR
TREKBLEY
SERIAL NUMBER
,_LF02 . ._ .
MAMFCLC FUEL TEMP FAH
239.7
...FUEL-rAIR RATIO..MEAS. .
0.0143
F.FR
6.82
N2 PPM
4706.
__ . . .
CW-CFM PRESS. -PSIA TEMP. DEG.FAH
0.53
.0.55. - -_-
0.53
0.52
NDIR
CC2
2 . . .....
53.
642.4
29259.1
2.9259
3151.
11.939 88.0
11.841. 88.0.
11.841 88.0
11.89C 68.0
CHEMI CHEMI
NO NOX
. 2. .. - .2
62. 62.
495.1 536.7
. 53.1 57.6
O.CC53 O.C058
6.C 6.5
227501
227501
227501
227501
227501
227501
. 227501
227501
227501
. 227501
227501
227501
227501
227501
227501
227501
227501
227501
.227501
227501
227501
227501
227501
227501
227501
227501
227501
227501
227501
227501
227501
227501
227501
227501
227501
227501
227501
227501
227501
227501
-------
O
i
Ul
ENGINE TEST CATA . .
CATE
Ca/11/76
INSTRUMENT OPERATOR
ERHARCT
ENGINE MANUFACTURER
LYCOMING
DATA POINT
224401
KCDEL
ALF-502
FUEL IDENT. FUEL FLCW PPH
JET-A HC RATIO 0.161 1074.
B EL L M CUT H . A l.R _.F.L QW_ L E£S.E£ COR E _A.IR F.L CVL.L B/ S EC. _
159.1 22.4
PT3 PSIA TT3 OEG. RAKKINE
90.? . Qfil.O
PT9 PSIA
15.943
NET THRUST LBS- .— _ . ._
2568. C
ACTUAL INLET PRESSURE PO PS
14T74<5
ACTUAL INLET TEMPERATURE TO
535.5
SP.ECIFIC HUMID.ITY,GRAINS/LB
106.1
FILTER AREA .385 SI
CLEAN CK SMCKE NUMBER 0
TTS DtG RANKINE
13C5.5
, .. M-. RFM-. .. _
16742.
IA
DEC. RAKKINE
DRY AIR
SMOKE NUMBER VOL.-LITERS FLCW-CFN PRESS
10.9 3.0 0.52
12.9 4.0 0.52
22.4
29.2
GASFOLS EMISSIONS
FID
UHC
RANGE 1
INSTR GAS TEMP 153.
RA'K VALUE HV 7.4
GAS CCNCEN PPM(C) 2.4
GAS CCNCEN PCT C.C002
EMISSION INDEX 0.09
FUEL-MF RATIO C.C122
7.0 0.50
11.0 0.52
NDIR NCIR
CO C02
1 2
53. 53.
56C.O 596.3
55.2 26992.9 ..
O.CC55 2.6993
4.1 3148.
TEST CELL
13
TEST CPERATQR .
TREMBLEY
SERIAL NUMBER
LF02
WANIFOLD FUEL TEFP FAN
231.4
FLELr AIR RATIO- ME AS.
0.0133
EPR
6.12
N2 RPC -
4319.
.-PSIA TEMP. DEC.FAH
12.233 86.0
12.282 .. _ _ _.85.0. ...
12.283 86.0
12.283 85.0
CHSMI CHEMI
NO NOX
2 - . 2
62. 62.
405.9 . 460.1
43.9 49. 8
0.0044 O.C050
5.4 6.1
224401
224401
224401
224401
224401
224401
224401
224401
224401
224401.
224401
224401
224401.
224401
224401
224401
224401
224401
224401.
224401
224401
2244C1
224401
224401
224401
224401
224401
224401
224401
224401
224401
224401
224401
224401
224401
224401
224401
224401
224401
224401
-------
..: ENGINE TEST CATA
CATF. CATA PCINT TEST CELL
C8/11/76 2213G1 13
INSTRUMENT CPER/TOR. .. . . TEST OPERATOR
ERHARDT TRE.MBLEY
ENGINE MANUFACTURER MODEL SERIAL NUMBER
LYCCMING . .... . .. _ALF_r502 LE02-.
FUEL IDENT. FUEL FLCW PFH NANIFCLD FUEL TENP FAI
JET-A HC RATIO 0.161 743. 221.2
BELLVCUTH AIR FLCW LB/SEC CORE. . AIR FLCW,..LB/SEC...FUEL-Mfi, RAT.JO.. MEAS. .
128.4 IE. 3 0.0113
PT3 PSIA TT3 DEG. RANKINE
70.2 851.8 .'-..'..
FT9 PSIA
15.5C8
NET THRLST LES
1658.0
ACTUAL INLET F
14.7t9
RESSURE PO
ACTUAL IKLFT TEMPERATURE
536.1
SPECIFIC HUMIDITY GRAINS
104.1
FILTER *REA .365 SI
CLEAN CK SMGKE NUMBER 0
SMOKE NLIMEER VOL.
6.7
6.7 . _
10.9
.. . . GASEOUS EMISSI
RANGE
INSTR GAS TEMP
RAW VALLE MV
GAS CCNCEN PPM
GAS CTNCEN FCT
EMISSION INDEX
FUEL-* IF PAT 1C
CNS
'FID
UHC
1
TT5 DEG
12C5.1
. . ._. M. RFM .
15410.
PSIA
TO DEC. RANK I
/LB. CRY AIR . .
-LITERS FL
3.0
. ... 4..0
7.0
11.0
NDIR
CC
2
154. 53.
21.5 314.3
1C) . 13.1 _. 132.3 ...
C.0013 0.0132
0.58 11.8
0.0110
RANKINE
NE
OW-CFM PRESS
0.52
.-.-C.53-
0.53
0.52
NDIR
CO 2
2
53.
505.0
2 244 a. a _
2.2449
3134.
EFR
4.76
N2 BPM.._, ...
3526.
.-PSIA TEMP. DEC-.FAH
11.589 85.0
11.C89 84.0
11.589 84.0
11.S85 84.0
CHEMI CHEMI
NO NOX
2 2
62. 62.
267.3 334.6
29.0 36.2 . .
0.0029 O.C036
4.2 5.3
223301
223301
223301
223301
223301
223301
223301
H 223301
223301
223301
223301
223301
223301
223301
223301
... . 223301
223301
223301
-223301
223301
223301
.... 223301
223301
223301
223301
223301
223301
- 223301
223301
223301
--. 223301
223301
223301
223301
223301
223301
223301
223301
223301
223301
-------
ENGINE TEST CATA
CATE
C8/11/76
INSTRUMENT CFERATOR
ERHARCT
ENGINE MANUFACTURER
LYCCMING
FUEL IDENT.
JET-A IpC RATIO 0.161
BELLMGLTH AIR, F.LCW. LB/SEC
80,7 .
PT3 PSIA
.._j4Q. a L :
PT9 PSIA
15.057
.NET . THRUST...LB.S_
616.0
INLET PRESSURE FO
DATA PCINT
222201
MCDEL
ALF-502 . ........
FUEL FLOW PPH
457.
CORE .A.IRF.LOH..LB/SEC
11,6
TT3 CEG. RANKINE
.7 6 2 , q •••.._•.. ': _____ _^
TEST CELL
13
TEST OPERATOR '
TRFMBLEY
SERIAL NUMBER
LF02 . . ...._....
MANIFOLC FUEL TEPP FAH
18 8.. 6
FUEL-AIR .RATIO.-F.EAS, .—
0.0109
DEG
1231.6
N1..RPM...
123^8.
PSIA
RANKINE
EPR
2.76
N2_EPM___.
2218.
n
INLET TEMPERATURE TO CEG. PANKINE
ACTUAL
..14.769
ACTUAL
536.4
SPECIFIC HUKID.I1V..GRAINS/LB DRY..AIR
104.1
FILTER AREA .385 SI
.CLEAN.CK SMOKE NUMBER 0
SMCKE NUMEEP VOL.-LITERS
0.0 3.0
. .2.3 _ _4..C
2.3 7.0
4.5 11.0
.EMI s si ON s , :
FLOW-CFy PRES
0.50
C..12
0.50
C.52
S.-PSIA
11.940
.-11.940
11.891
11.842
TEMP. DEG.FAH
85.0
84.0
84.0
85.0
GASEOUS
I.
.RANGE .._
INSTR GAS TEMP
RAW VALUE MV
GAS CCNCEN FPMCCI
GAS CCNCEN PCT
EMISSION INDEX
FUEL-AIP RJTIC
FID
UHC
l._ .....
153.
9C.5
___ 64 . 0
0.0064
2.7S
C.C112
NDIR
CG
2
52.
71S.2
355. 0
O.C355
21.1
NDIR
CO 2
2 _______ .....
52.
SOS. 5
2 24 73 . 4
2.2473
30S7.
CHEMI CHEMT
NO NQX
!.._ ________ 1
62. 620
58C.8 896.2
_ 1.4 ..9. _____ 2 2 . 7__ .
0.0015 O.C023
2.1 3.3
222201
222201
222201
222201
222201
222201
222201
222201
222201
222201
222201
222201
.222201--
222201
222201
222201
222201
222201
222201--
222201
222201
222201 .
222201
222201
222201
222201
222201
222201
222201
222201
222201-
222201
222201
.222201 .
222201
222201
222201...
222201
222201
222201...
-------
o
I
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ENGINE TEST CATA
GATE
C3/11/76
INSTRUMENT OPERATOR .
ERHARCT
ENGINE MANUFACTURER
LYCCMING . . _. _
FUEL IDENT.
JET-A HC RATIO 0.161
BELLSOUTH AIR. .FLOW LE/SEC
67.6
PT3 PSIA
23.7
DATA PCINT
221111
MODEL
.ALF-502-
FUEL FLOW PPH
380.
COFE.-AJRFLCW.-LE/SEC.
9.5
TT3 DEG. RANKINE
-71-4.6.
TEST CELL
13
TEST OFEFATOR
TREMBLEY
SERIAL NUMBER
-LF02- __
NANIFCLD FUEL TEWP FAN
172.0
.F_UEL-TMR -.RAT.IO..MEAS.
0.0111
FT9 PSIA
14.979
NET THRLST
413.0
ACTUAL INL
. 14.780 .
ACTUAL INL
535.6
SPECIFIC H
105.9
FILTER ARE
._ CLEAN CK S
SMCKE NUNE
2
2
2
GASEOUS EM
RANGE
INSTR GAS
RAU VALUE
_GAS CCNCEN
GAS CONCcN
EMISSION I
FUEL-AIP R
LES_ ....
ET PPES!
ET TEMFl
UNIDITY
A .385 !
MOKE NUt
EF
.3
.3
.3
I^SICNS
TEMP
MV
FFM(C)
PCT
NDEX
ATIO
TTS DEC RANKINE
1252.9
Nl RFM
SURE PO PSI
EFATURE TO
. GRAINS/LB..
51
"IB PR 0
1C 560.
A
DEC. RAM
DRY AIR -.
(IKE
EPR
2.28
N2 RPM .-
1354.
VOL. -LITERS FLCW-CFM PRESS. -PSIA TEMP. DEG.FAH
3.0 0.50 11.893 85.0
.- __4.C -0.5C 11.893 ,_. 84.0
7,0 0.50 11.844 85.0
11.0 . C.49 11.844 85.0
FID
UHC
1
154.
143.1
103.0.._
C.C1C3
4.41
C.0114
NDIR
CC
2
52.
£86.3
C.C449
36.7
NDIR
CG2
2
52.
515.5
.._. 2.277.5
2.2776
3G8C.
CHENI CHEMI
NO NOX
1 1
62. 62.
465.0 793.5
..5 -12..0 20.2 ..
0.0012 O.C020
1.7 2.9
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
.221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
221111
-------
n
i
vO
ENGINE TEST DATA
DATE
C3/11/T6
INSTRUMENT OPERATOR
ERHARDT
ENGINE MANUFACTURER
LYCCMING
FUEL IDENT.
JET-A HC RATIO 0.161
.BELLMCUTH. « IR..E.LOW...LE/.SEC. .__
67.5
PT3 PSIA
PT9 PSIA
14.992
NET..THRLST. LBS
422. C
ACTUAL INLET PRESSURE PO PS
14T7<3«5
ACTUAL INLET TEMPERATURE TQ
£3'2.6
-SPECIFIC HUMIDITY.. GRAINS/L8
115.8
FILTER ARFA .385 SI
CLFAN CK 5MCKE NUMBER 0
DATA POINT
231102
MODEL
ALF-502
FUEL FLCW PPH
CafiE..AIRFLCW_LB/.SEC-
' ..' - 5.6 • . ' .-'•.-
; TT3 PEG. RANKINE
TTS DEG RANKINE
1246.4
M. .RF.M .._ _
11006.
IA
DEG. FANKINE
CRY AIR
TEST CELL
13
TEST CPERATOP ..
TREMBLEY
SERIAL NUMBER
LF02
MANIFOLD FUEL TEMP FAH
164.5
FAJEL^AIR,RATIO..,MEAS..._
0,0114
EPR
2.30
N2 .PPM
1880.
SMOKE NUMBER VOL. -LITERS FLCW-CFM PRESS. -PSIA TEMP. DEG.FAH
2.3 3.0 0.5C 11.850 82.0
2.3 4.0 . _ 0.49 ll.BCC _ 82.0
2.3
2.3
GASECUS EMISSIONS
FIO
UHC
RANGE -.1.
INSTR GAS TEMP 153.
RAW VALUE MV 154.1
.GAS.CONCEN.PPMICI . .. .112.2.._
GAS CCNCEN PCT C.C112
EMISSICN INDEX 4.80
FUEL-AIR RATIO C.C114
7.C 0.48
11.0 C.4S
NDIR NCIR
CC C02
2 2.
56. 56.
897. C 512.5
456.3 22805.5
O.C456 2.2605
39.2 3078.
11.800 82.0
11.800 83.0
CHEMI CHEMI
NO NOX
1 1
62. 62.
457.2 781.9
'„ 11.7. 19.8
0.0012 O.C02C
1.6 2.8
231102
2311C2
231102
231102
231102
231102
231102
231102
231102
231102
231102
231102
231102
231102
231102
231102
231102
231102
231102
231102
231102
2311C2
231102
231102
231102
231102
231102
231102
231102
231102
231102
231102
231102
2311C2
231102
231102
231102-
231102
231102
231102
-------
o
I—<
o
ENGINE TEST CATA
GATE
08/11/76
INSTRUMENT OPERATOR .
ERHAROT
ENGINE MANUFACTURER
LYCCMING
FUEL IDENT.
JET-A HC RATIO 0.161
BELL'-ICUTH. AIR. FLOW LB/SEC
233.0
FT3 PS I A
155.4 :__
PT9 PSIA
18.473
NET THPLST LES _
6133.0
DATA POINT
236TC2
POOEL
..._.ALFr502 _. _.
FUEL FLOW PPH
2568.
.,..,. CORE.-.A IRFLQW..-LB/SEC.
34.1
TJ3 CEG. RANKINE
....115.4 .-2 ._.
TTS DEC RANKINE
1611.A
...-M-..BF.M..,.
1937C.
TEST CELL
13
TEST OPERATOR
TREMBLEY
SERIAL NUMBER
-LF02 _
NANIFOLC FUEL TEKP FAH
231.1
...FUEL^AIR.. RATIO. .MEAS.
0.0210
EFR
10.60
N2.RPM.
6253.
INLET PRESSURE PO PSIA
INLET TEMPERATURE TO DEC. RANKINE
HUMIDITY GRAINS/LB CRY-AIR
ACTUAL
.14.7C5
ACTUAL
530.4
SPECIFIC
116.5
FILTER AREA .385 SI
CLEAN CK SMCKE NUMBER
SMOKE NUMF.ER
ia.7
. 27.t.
33.9
3C.7
. .GASEOUS. EMIS!
PANCE.
INSTR GAS TEMP
RAW VALLE MV
GAS CCNCEN FPM
GAS CCNCEN FCT
EMISSICN INDEX
FUSL-AIP PATIO . 0.0222
VOL. -LITERS FLCW-CFM PRESS. -PSIA
INS
FID
UHC
1
153.
5.1
(C) 1.5
C.CC02
0.03
3.0
—4..C
7.C
11. C
NDIR
CC
. 1
54.
116.1
9.9
.O.C010
C.4
0.53
C.53
0.53
0.32
NDIR
CC2
.. 2
54.
914.1
-.45105.3
4.51C5
3154.
13.324
-13.374 .
13.422
13.373
CHEMI
NO
3_.
62.
AGO.?
— 102.
C.0103
7.5
TEMP. DEC-
„„ . M
CHEMI
NOX
3 _
62.
426.7
6... . 109.
0.01C9
8.0
.FAH
84.
63.
83.
84.
... _..
«;
0
0. .
0
0
. _
236702
2367C2
236702
2367C2
2367C2
236702
236702
2367C2
236702
.236702
236702
236702
2367C2
236702
236702
2367C2
236702
236702
-236702
236702
236702
236702
236702
2367C2
236702
236702
236702
236702
236702
236702
236702
236702
236702
236702
236702
236702
236702
2367C2
236702
2367C2
-------
n
ENGINE TEST CATA
CATE
03/11/76
INSTRUMEf^T CFERATOR ... .
ERHARDT
ENGINE MANUFACTURER
LYCCMING ...... . .._ ...... -
FUEL ICENT.
JET-A HC RATIO 0.161
. BELLMCUTH .AIR_ F.L.CW._LB/_SE£
225.1
PT3 PSia
1 _4.5 ..3 _ _ ______________ . _____ :
PT9 PSIA
17.9?<3
.NET. TKRLST .LBS _____________________ , _____ _
5580.0
ACTUAL INLET PRESSURE FC PSIA
-14.-72 I.'
ACTUAL
530. 8
SPECIFIC
116.4
FILTER JREA
CLEAN CK
CA7« POINT
23E6C2
PPH
MODEL
..ALF=r502 , _
FUEL FLCW
2268.
COEE-AIREL.CM-L.B/SEC.
•32.7 ' •' •
TT2 DEC. RAhKINE
1131 ..3 : J _L_
TTS OEG RANKINE
1559.2
._ N1- B f M
19074.
TEST CELL
13
TEST OPERATOR.
TREMBLEY
SERIAL NUMBER
LF02 . .._..
PANIFCLD FUEL TEMP FAN
239.4
FUEL-AIR RAT.IQ..MEAS.-
0.0195
EPR
S.89
N2. RP.M.
6014.
INLET TEMPERATURE TO DEC-. BANKINE
HUMIC m_GRAINS /LB_ CBY. MR
.385 SI
SMOKE_..NUMBER.
0
SMOKE NUMEER
22.4
.. ._ 24.1
33.9
42.4
.GASEOUS EMISSIONS
VOL.-LITERS
3.0
_4.0..
7.0
11. C
FLCW-CFM PRES
0.52
C.5.3
0.53
0.52
S.-PSIA
13.323
-13.373 .....
13.422
13.373
TEMP. DEG.FAH
87.0
87.0-
86.0
87.0
PANGE. ...
INSTR GAS TEMP
RAW VALUE MV
GAS .CGNCEN FPM(C).
GAS CCNCEN FCT
EMISSICN INCF.X
FUEL-AIF PMIC
FID NDIR NCIR CHEMI CHEMI
UHC CO C02 NO NOX
... i 1 2— 2_ 2
153. 53. 53. 62. 62.
3.7 86.2 666.0 849.4 915.4
_ Q.5 7...3 4207.4.4 ._91.B .99.0"
O.COC1 O.OCC7 4.2074 O.C092 0.0099
O.C1 C.4 3154. 7.2 7.8
C.C2C7 .. . ....._ . ..
238602 X
238602
238602
236602
238602
238602
238602
238602
238602
.. 238602.
238602
238602
-238602
238602
238602
238602 ...
238602
236602
-238602
236602
238602
236602
238602
2386C2
238602~-
238602
233602
-238602 _
2366C2
238602
-238602-
2386G2
238602
--238602... -
238602
238602
-.238602 — .
238602
238602
. 23E602 .
-------
O
i
i—i
ISJ
ENGINE TEST CATA
DATE CATA POINT
C8/11/76 2375C2
INSTRUMENT OPERATOR
ERHARDT . . ._ ... . . .. . . ...
ENGINE MANUFACTURER MODEL
LYCCMING ALF-502
FUEL ICENT.... . FUEL.FLCW PFH
JET-A HC RATIO 0.161 1275.
BELLMOUTH AIR FLGW LE/SEC COPE AIRFLOW LB/SEC
174.7 24.fi
PT3 PSIA
101.9
FT9 PSIA
16.251
NET THRUST LBS
3168. Q
TT3 CEG
1CCS.6
TTS DEG
1347.6
Nl RPM .
1724S.
ACTUAL INLET PRESSURE PO PSIA
ACTUAL INLET .TEMPERATURE .TO .DEC^RAKK
530.7
SPECIFIC HUMinilY GRAINS/LB TRY AIR
112.6
FILTER AREA .3
CLEAN CK SMOKE
. .SMCKE NUMBER
12.9
14.9
24.1
30. e
GASEOUS EMISSI
RANGE
i INSTR GAS TEMP
RAW VALUE MV
GAS CCNCEN PPM
GAS CCNCEN PCT
EMISSION INCEX
FUEL-MR RA1IC
85 SI
NUMBER 0
VOL.rL.ITERS ..._ F
2.0
4.C
7.0
11. C
CNS
FID NDIR
UHC CC
1 1
153. 54.
4.E 341.5
(C) 1.3 21.8
O.OCC1 ... O.CC22
0.04 2.2
0.0144
. RANKINE
RAfsKINE
TEST CELL .
13
TEST OPERATOR
TREMBLEY „_
SERIAL NUMBER
LF02
M=ANIFOLC FUEL,-TEKP. .FAH
236.1
FUEL-AIR RATIO MEAS.
0.0143 ... .
FPR . „
6.91
N2 PPM
4729. . . . . . „
I.NE ,
LCW.=CFM._ PRESS
0.52
C.E3
. . 0.52 -
0.52
NDIR
C02 .
2
54.
63?. 7
29399.4
. .2.9399
3151.
•
.-PS I A TEMP... DEG..FAH
11.799 85.0
11.897 85.0
1 1.H97 fl«5.0
11.848 84.0
ChEMI CHEMI
NO . NOX
2 2
62. - 62.
468.7 514.0
5C.8 55.8
O.C051 0.0056
5.7 ' 6.2
237502
237502
237502
237502
237502
237502
237502
237502
237502
2375C2
237502
237502
237502
237502
2375G2
237502
237502
237502
237502
2375C2
237502
237502
.237502
237502
237502
237502
237502
2375C2
237502
237502
237502
237502
237502
237502
237502
237502
237502
237502
237502
237502
-------
O
i
ENGINE TEST CATA
CATE . , -
cam/76
INSTRUMENT OPERATOR
ERHARDT _
ENGINE MANUFACTURER
LYCCMING
...FUEL IDENT.
JET-A HC RATIO 0.161
BELLMCUTH AIR FLOW LB/SEC
161.8
PT3 PSIA
92.4
P T .9 . P S I A
16.016
NET THRLST LRS
?70<5tn
.. ..DATA PCINT. . .
234402
fCDEL
ALF-502
___ FUEL.-F- LOW .. RP-H
'lies. • '--• •:• . •
CORE AIRFLOW LB/SEC
TT3 DEG. RANKINE
98C.8
TTS DEG RAMUNE
K 1 P F M
16798.
ACTUAL INLET PRESSURE PQ PSIA
14.752
ACTUAL INLET TEMPERATURE TO CEG. FAKKINE
TEST CELL.. _
13
TEST OPERATOR
TREMBLEY . . _
SERIAL NUMBER
LF02
MAN I FOL C . .FUEL-.TEMR-FAH
230.1
FUEL-AIR RATIO MEAS.
o.on^
EPR _
6.27
N2 PPM
4^«1.
530.0
SPECIFIC HUMIDITY GRAINS/LB CRY AIR
113.0
FILTER AREA .385 SI
CLEAN CK SMCKE NUMBER 0
. SMOKE NUMBER .VOL ,-L IT.ERS FLCW-CF.K_J?RESS
10.9 3.0 0.52
14.9 4.0 0.52
?fl-£ 7.0 0-5?
29.2
GASEOLS EMISSIONS
UHC
RANGE 1
.. .INSTR.. GAS. TEMP ... 153.
RAW VALLE hV 5.6
GAS CCKCEN FPMCC) 1.9
GAS CCNCEN FCT C.CC02
EMISSION INDEX O.C7
FUEL-AIR RATIO C.C123
11.0 0.52
NDIP NCIR
CO C02
i 2
54. 54,.
53C.5 596.6
53.0 27120.2
O.GC5J3 ._ .2.7120
3.9 3148.
.^P.S I A .-..TEMP-... DEG . FAH....
11.799 : 83.0
11.897 83.0
11.846 83.0
11.846 83.0
fHFMI CHFMT
NO NOX
2 2
62. _ 62.. .
4C2.7 457.5
43.7 49.6
O.CC44 _.... 0. C050 _ .
5*3 6.0
234402
234402
234402
234402
234402
234402
234402
234402
234402
234402
234402
234402
234402
. . 234402.
234402
234402
-...234402-
234402
234402
234402
234402
234402
...234402
234402
234402
234402
234402
234402
23.4402
234402
234402
... 234402
234402
234402
234402
234402
234402
234402
234402
234402
-------
[.... J
ENGINE, TEST CATA ..
GATE
CB/11/76
INSTRUMENT GFEP.A.TCR _ .
ERHAPDT
ENGINE MANUFACTURER
LYCCMING
FUEL IDENT.
JET-A f-C RATIO 0.161
BELLMCUTH.AIR-F_LOW_LB/.SEC_
121.1
PT3 PSIA
12.5
FT9 PS
15.549
.NET. TH
1770.0
INLET PRESSURE
DATA POINT
2323C2
MODEL
FUEL FLGW PPH
774.
.CCRE.-AIRFLOW_LB/SEC
19.C
TT3 CFG. RAM
-------
DATA PCINT
222202
NCDEL
A L f - 5 0 2
FUEL FLCH PPH
O
i
i—i
Ul
ENGINE TEST DATA .
DATE
CH/li/76
. INSTRUMENT-OPERATOR
ERHARDT
ENGINE MANUFACTURER
. LY COM IN G
FUEL IDENT.
JET-A HC RATIO 0.161
-fl EL L MQUT.H _.A IR_ELC W_L B/_S EC
78.7
PT3 PSIA
. .39,9 . ,
PT9 PSIA
15.054
_W EJ_THRlJS_T-_LBS :
595.0 12170.
ACTUAL INLET PRESSURE FO PSIA
_ 1.4..777
ACTUAL
530.0 ...
__S P E CIFIC HJM I O.IT Y_GR AINS ./LB_ DR.Y-A.I R __.
114. 9
FILTER JRF.A .385 SI
,_ CLEAN.CK .SM.CKE .NUMBEfL_0
I SMOKE NUMEEP VCL.-LITERS FLCW-CFM
I 2.3 3.0 0.52.
L 2 ..3 4...0 0.52-
4.5 7.0 0.53
L
TEST CELL
13
-TEST.CFERATOR -
TREMBLEV
SERIAL NUMBER
MANIFOLD FUEL TEI*P FAH
. . ' '. : ' ' • 187.8' ' : '"
_AJAELCH_.L.B/.SEC_.E.UEL=AI.B-RAT-ia_.MEA.S-.
11.4 0.0107
TT3 DEG. RANKINE
7.50. 2 , .
TT9 DEG RANKINE EPR
1221.1 2.70
2178.
INLET TEMPERATURE TO CEG. PAISKIISE
11.0
0.50
PRESS. T-PSIA
11.795
1.1.JU.5.
11.746
11.819
TEMP.
DEG.FAH
82.0
83.0-
82.0
81.0
..GASEGIJS EMISSICN'S
FID
UHC
.RANGE.. . ... __ __1
INSTR GAS TEMP 153.
RAW VALUE PV 103.8
GAS CCKCEN FFM(C). _.. .7,4.6
GAS CCNCEN PCT C.GC75
EMISSION INCEX 3.25
FUEL-MR RATIO 0.0112
CMEMI
NCX
62. 62.
535.5 861.7
-.22477.1 . 13.5 22.1
2.2477 0.0014 O.C022
3092. 2.0 3.2
232202
232202
232202
- 232202-
232202
232202
232202
232202
232202
-232202
232202
232202
..232202
232202
232202
—232202-
232202
232202
-.232202
232202
232202
- 232202-
232202
232202
-232202
232202
232202
-.232202..
232202
2322C2
.-232202
232202
232202
...232202
232202
2122C2
.232202
232202
232202
232202
-------
n
ENGINE TFST CAT*
GATE
08/11/76
INSTRUMENT CPEPJTCR . .
ERHARDT
ENGINE MANUFACTURER
LYCCMING . . ....
FUEL IDENT.
JET-A HC RATIO O.lfil
BELLMCUTH..AIR.. FLOW. LB/SEC. ...
67.2
FT3 PSIfl
33.6 .
FT9 PS1A
14.582
NET.. THRLST LES
400. 0
ACTUAL INLET PRESSURE FO PS
14.785 __..
ACTUAL
530.1
SPECIFIC
113.5
FILTER ARE* .385 SI
CLEAN CK SMCKE.. NUMBER..0
SMOKE NUMFEP
2.3
. 2.3 . .._.!..
2.2
2.3
GASEOUS. EMISSIONS
RANGE . .
INSTR GAS TEMP
RAW VALUE NV
GAS CCNCEN PPM(C)
GAS CCNCEN FCT
EMISSION INf.EX
FUEL-AIP HMIO
TEST CELL
13
TEST OPERATOR.
TREMBLEY
SERIAL NUMBER
_.LF02
MANIFOLD FUEL TEMP FAH
16S.5
_._.CQRE._AlRFLOW_.l_e/.SEC_ FUEL.-,81R-RATIO. WEAS.
9.5 0.0111
TT2 DEC. RANKINE
JC7.2 _ -
CATA POINT
231112
MODEL
,,.ALFr502 ..
FUEL FLCW PPH
361.
TT<5 DEC RANKINE
1236.9
Nl_fi F.M
10688.
IA
EPR
2.27
N 2 - R P M
1860.
INLET TEMPERATURE TO DEC. RAKKINE
KUKICI1Y .GR/SINS/LB .CRY-J IR
VOL. -LITERS FL
3.0
4.n
FID
UHC
1
153.
155.7
113.0
0.0113
4.E6
C.C113
7.0
11.0
NDIR
CC
2
51.
911.0
463.2
0.0463
40. 0
CW-CFM PRESS. -PSIA TEMP. DEC
C.50 11.354
0.52 11.3G5
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2
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11.354
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83.0
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231112
231112
231112
231112
231112
231112
231112
231112
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231112
231112
231112
231112
231112
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231112
231112
231112
231112
231112
231112
231112
231112
231112
231112
231112
-231112
231112
231112
231112
231112
231112
231112
231112
231112
231112
231112
231112
231112
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ENGINE TEST CATA
CATE
C8/12/7*
INSTRUMENT CFEPATOR
ERHARDT
ENGINE MANUFACTURER
LYCCMING
FUEL IDENT.
JET-A HC RATIO 0.161
BELLMCUTI- A Ifi FLCW LB/SEC... _.
66.9
PT3 PSIA
23.6 . . .
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14.909
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399.0
ACTUAL INLET PRESSURE PO PSIA
14.7C3
ACTUAL
538.2
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107.2
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CLEAN CK SMCKE fsUMBEP
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0.0
C.O
2.3
2.3
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RANGE
INSTR GAS TEMP
RAU VALUE MV
GAS CCNCEN PPMIO
GAS CCKCEN PCT
EMISSION INDEX
FUFL-AIF PATIO
CATA PCINT
241102
MODEL
ALF-502
FUEL FLCW PFH
38C.
CORE AlfiFLClLLB/5ECl
9.5
TT3 DEC. RAMCINE
718.2
TT9 CEG RANKINE
1261.9
Ml -FEM
1C9S4.
TEST CELL
13
TEST OPERATOR
TREMBLEY
SERIAL NUMBER
LF02
MANIFOLC FUEL TEMP FAH
183.2
FLEL-A1B RATIO PEAS.
0.0111
EFR
2.28
N2 RPM
1861.
INLET TEMPERATURE TO DEC. PAKKIM:
HLMIDHY GRAINS/LB CRY AIR __
VOL. -LITERS FL
FID
UHC
1
153.
186.6
139.3
C.C139
5.66
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3.0
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7.0
11.0
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CC
2
54.
969.3
506.4
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0.52
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0.52
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54.
516.6
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11.C81
11.081
11.130
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1
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1.6
8
8
8
8
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J.
61.
783.1
19.9
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2.8
87.0
87.0
87.0
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241103
241103
241103
241103
241103
241103
241103
241103
241103
241103
241103
241103
241103
241103
241103
241103
241103
2411C3
241103
241103
241103
241103
241103
241103
241103
241103
241103
241103
241103
2411C3
241103
241103
241103
241103
241103
241103
241103
241103
241103
241103
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ENGINE TEST DATA
i GATE
C8/12/76
L_. INSTF.UMENT..OPERATOR... _
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ENGINE MANUFACTURER
.. . LYCCMING . . ._ ._.„ ._.
| FUEL ICENT.
JET-A HC RATIO 0.161
L_ ..;BELLMOUTH_A I.R- .F.LDH...LBAS.EC__
228.1
FT3 PSI1
151, 3 _ _.
FT9 PSIA
18.170
1 _NET. .THRUST LBS
5358.0
ACTUAL INLET PRESSURE FQ PSIA
. 14.626 . ._.
I ACTUAL
535.2
i .....SPECIFIC
105.2
FILTER AREA .385 si
....CLEAN CK SMCKE .NUMBER
DATA POINT
2461C3
MODEL
_A.LF.r..502
FUEL FLOU PPH
2464.
__.CORE_AIRFLObL.LB/_SEC_
33.2
TT3 DEC. RANKINE
115.3. Q.__ ..._„_
TT9 DEC RANKINE EPR
16C6.5 10.40
_ N1..-RFM N2--RPM
193C6. 6185.
TEST CELL
13
TEST OPERATOR ...
TREMBLEY
SERIAL NUMBER
LF.02 _. . . .
MANIFCLD FUEL TEMP FAH
230.9
F.UELrAIR..RAT_IO_.MEAS._.-
0.0206
INLET TEMPERATURE TO DEC. RANKINE
•
HUM.IDI.IY-GRAINS/LB CR.Y...& IR
SMCKE NUMEEP
18.7
..24.1 . ._
25.g
35.4
GASEOUS EMISSIONS
RANGE
INSTR GAS TEMP
RAW VALLE MV
GAS CCNCEN FFM(C)
GAS CCNCEN PCT
EMISSION INDEX
FUEL-AIF RATIO
VOL.-LITERS .
3.0
4.0
7.0
11.0
FLCW-CFM,
0.53
C.E.3-
0.53
C.54
PRESS.r-PSIA TEMP. DEG.FAH
11.227 87.0
11.227 87.0
11.227 87.0
11.276 87.0
FID
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1 ...
153.
3.1
0.2
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1 .
54.
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54.
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447C1.6
4.4702
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2
62.
2S2.3
101.6
0.0102
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62.
423.8
109.8
0.0110
B.I
246703
246703
246703
. 2467C3
246703
246703
2467C3
246703
246703
_ 246703
246703
246703
. 246703
246703
246703
—246703
246703
2467C3
246703
246703
246703
246703
24670.3
2467C3
246703
246703
246703
-246703
246703
246703
246703
246703
246703
2467C3
246703
246703
246703
246703
246703
2467C3
-------
1
L
DATA POINT
2486C3
ENGINE TEST DATA
CATE
08/12/7*
INSTRUMENT.. 0 PERATOR
ERHARCT
ENGINE MANUFACTLRER
LY.C CM.INfi... _. . _
FUEL IDENT.
JET-A HC RATIO 0.161
TEST CELL
13
.TEST-OPERATOR
TREMBLEY
SERIAL NUMBER
L.F02
MANIFCLC FUEL TEMP FAH
245.8
O
i
..BELL..MGUTH_AIR_F_LCW_LB/_SE.C
220.0
PT3 PSIA
...141 .2,.. , , 1131..0
PT9 PSIA TT? CEG RANKING
17.706 1561.1
...NET -THRUST-.LBS : : Nl...BF.M _'-'' ' '•' ^
5314.0 19014.
ACTUAL INLET PRESSURE FG PSIA
_ 1.4.628 . _
ACTUAL IN'LET TEMFEFATURE TO DEC. PANKINE
£35.5
_SP.EC.IFIC. KUJaOLlY_GRAlNS/LB_GR_Y_AJR
104.0
FILTER *REA .385 SI
.. C.LE A K _CK.. SMOK E_ .NUM BER-0._
SMOKE NUMEEP VOL.-LITERS FLOW-CFK
18.7 3.C 0.52
2.0..6 -A..Q-
29.2 7.0 0.53
36.c ll.Q Q.53
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31.5 0.0195
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EPR
9.66
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PRESS.-PSIA TEMP. OEG.FAH
11.226 87.0
C.53 11.22.6 :
11.275
11.226
87.0
87.0
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INSTR'GAS TEMP
RAU VALLE MV
GAS CCNCEN FFM(C.»
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EMISSION INDEX
FUEL-MP R/J1IO
FID
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_1 _. _
153.
2.3
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54.
55.8
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248603
248603
248603
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248603
248603
. 248603
248603
248603
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248603
248603
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248603
248603
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248603
246603
.248603
248603
248603
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248603
248603
...248603
248603
248603
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248603
248603
...248603
248603
248603
. 248603
248603
248603
248603
248603
24860.3
248603
-------
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ENGINE TEST CATA
CATE
CG/12/76
INSTRUMENT OPERATOR
ERHARCT
ENGINE MANUFACTURER
LYCCMING
FUEL IDENT.
JET-A HC RATIO 0.161
EELLMCUTH AIR FLCW LE/SEC ..
170.2
PT3 PSIA
100.1
PTO PSIA
16.127
NET THRLST LBS
3CB6.C
ACTUAL INLET PRESSURE PO PS
14.663
ACTUAL INLET TEMPERATURE TO
536.0
SPECIFIC HUMIDITY. GRMNS/LB
105.6
FILTFR AREA .385 SI
CLEAN CK SMCKE NUMBER 0
CATA PCINT
24T5C3
NCDEL
ALF-502 . ...
FUEL FLCW PPH
1255.
_._CCRE AIRFLCW LB/.SEC
24.4
TT3 DEG. RANKINE
1015. C .,
TT9 DEG RAMUNE
1357.9
M PPM
17284.
IA
DEG. PANKIKE
CRY ^IR
.
SMOKE NUMPEP VOL.-LITEPS FLCW-CFN PPES
12. <5
12. 5
16.8
25. S
OASEOLS EMISSIONS
FID
UHC
RANGE 1
IMSTR GAS TEVP 153.
RAW VALUE M.V 3.1
GAS CCNCCN PPM(C) 0.2
GAS CGNCEN PCT C.CCCO
EMISSION- INDEX 0.01
FUEL-AIF RATIO C.C144
3.0 C.52
.4.0 . .. C.52 ...
7.C C.53
11. C 0.5?
NDIR NOIR
CC CC2
1 2
51. 53.
352.8 638.0
21.5 25377. J
C.CC21 2.9377
2.1 2151.
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TEST CELL
13
TEST OPERATOR
TREMBLEY
SERIAL NUMBER
LF02
NANIFCLD FUEL TENP FAH
24.4 . 2
FLEL-AIR. RATIO. WEAS.
0.0143
EPR
6.83
_N2 RPN.
4715.
. ...
S.-PSIA TEMP. DEG. FAH
11.C78 86.0
11.C7E 86.0
11.127 86.0
11.127 86.0
CHENI CHEMI
NO NQX
2 ... 2
62. 62.
469.1 517.3
51.4 56.8
O.CC51 O.G057
5.8 6.4
247503
247503
247503
247503
247503
247503
247503
247503
247503
.247503
247503
247503
247503
247503
247503
2475C3
247503
247503
247503
247503
247503
2475C3
247503
24750.3
247503
247503
247503
247503
247503
2475C3
247503
247503
247503
247503
247503
247503
247503
247503
247503
247503
-------
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ENGINE TEST CATA
CATP
C8/12/76
INSTRUMENT OPEPATCR
£RHARRT
ENGINE MANUFACTURER
LYCCMING
FUEL IOENT.
JET-A HC RATIO 0.161
BELLMCUTh AIR FLCH -J_E/SE£_ ._
155.5
PT3 PSIA
89.7
PT9 PSIA
15.PB5
NET THRLST LBS __
2557.0
ACTUAL INLET PRESSURE PO PS
14.670
ACTUAL INLET TEMPERATURE TO
535.9
SPECIFIC HLMIDI1Y GRAINS/LB
106.0
FILTER IREA .385 SI
CLEAN CK SMCKE NUMBER Q
CATA PCINT
244403
.
MCDEL
ALF-502
FUEL FLCW PPH
1060.
.... COBE. AIRFLOW LB/SEC
22.5
TT3 DEC. RAMCINE
982.6
TT<; DEC RAKKINE
1305.6
.. M- F-FM . _ .
1616C.
IA
DEC. RANKINE
CAY AIR
.
SMOKE NUMBER VCL. -LITERS FLCW-CFH PRESS
10.9
1C.?
16.8
24.1
GASEOUS EMISSIONS
FID
UHC
RANGE 1
IMSTR G&S TEMP 154.
RAH VALUE MV 3.5
GAS CCNCEN PPM(C» O.B
GAS CCNCEN PCT C.CCC1
EMISSION INDEX 0.03
FUEL-MF RMIO C.0121
3.0 0.52
4.0 . C.53.
7.0 0.53
11.0 0.54
NOIR NDIR
CC CC2
1 2
53. 53.
56C.7 551. 7
54.6 26891.5
O.C055 2.6692
4.1 3148.
TEST CEL'.
13
TEST OPFRATra
TRENBLEY
SFRIAL NUMB: .
LFQ2
PANIFOLC FUF». TEHP FAN
235.2
FLEL-AIR RA 3 H.EAS. -
0.0131
EPR
6.12
N2 fPtf . ._ .
4331.
.-PSI* TEM . DEC.FAH
11.179 86.0
11.228 86.0
11.228 86.0
11.226 86.0
ChENI CHEMI
NO NCX
2 2
62. 62.
3S7.9 454.4
43.6 49.8
0.0044 O.C050
5.3 6.1
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
244403
2444C3
24440?
244403
244403
244403
244403
2444C3
244403
244403
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ENGINE TEST CATA
GATE
G8/12/76
INSTRUMENT CFERATOR .. ..
ERHJROT
ENGINE MANUFACTURER
LYCCMING
FUEL IDENT.
JET-A HC RATIO 0.161
BELLMCUTH AIR FLOW.Lfi/SEC
129.7
PT3 PSIA
71.0 . . ..._ _ _
PTQ PSIA
15.447
NET THRUST LBS
17C7.0
ACTUAL INLET PRESSURE FO PSIA
DATA PCINT
Z422G3
MODEL
ALFr502
FUEL FLOW PPH
752.
.C G S E.....A.IR F.L C K-L.B / S EC.
IE.7
TT3 DEG. RANKINE
..914.0 ___ _
TT9 DEG RANKINE
1212.5
N 1 ...P-.E M _,
15*50.
TEST CELL
13
TEST OPERATOR ._
TRENBLEV
SERIAL NUMBER
LF02
MANIFOLC FUEL TEMP FAH
218.4
-FUELrAIR_.RAT.IO ..KEAS. ..
0.0112
EPR
4.64
.K2.-P-F.M
3569.
HUMI 01 1.Y-GRA.INS /LB.. DRY_.A IR
.ACTUAL INLET TEMPERATURE TO DEC. PANKINE
534.7
SPECIFIC
110.R
FILTER APEA .385 SI
CLEAN CK SMCKC NUMBER 0 _
SMOKE NUMBER VOL.-LITERS
6.7 3.0
6.7 •. .4 . 0
FLCW-CFM
0.52
______ C ..£.3-
PRESS.-PSIA
11.080
_________ 11.179
TEMP.
DEG. FAH
85.0
85.0
CASEOUS
1C.9
14.9
EMISSIONS
7.0
11.0
C.53
0.53
11.179
11.129
85.0
85.0
RANGE
INSTR GAS TEMP
RAW VALLE VV
GAS CCNCEN PFM(C)
GAS CCNCFH PCT
EMISSION INDEX
FUEL-AIF PATIO
FID
UHC
1
153.
18.7
12.9
C.0013
0.56
Q.Gill
NDIR
CO
2
53.
212.2
120.1
0.0130
11.4
NCIR
C02
52.
see.7
22738.C
2.2738
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NO
..2 . ...- ...
62.
256.2
28.C
C.C028
4.0
CHEMI
NOX
2...
62.
233.8
36.5
O.C036
5.3
242303
243303
243303
2433C3
243303
243303
. 243303
243303
2433C3
. 242303.
243303
243303
243302
243303
2433C3
-243303
243303
243303
243303
243303
243303
. 2432C3
243303
243203
243303
243303
243303
:243303
243303
243303
243303
243303
243303
242303
243303
243303
242303
243303
243303
243303
-------
n
DATA POINT
242203
ALF-502 LF02 ...
FUEL FLOW PPH PANIFCLO
453. 19C.7
COB E__A IR F.L 0 W:_! B AS E C-.E.U E L- A.1.8.
0.0108
EPR
2.79
ENGINE TEST CATA
tATE
C8/12/76
INSTRUMENTS-OPERATOR •_
ERHJROT
ENGINE MANUFACTURER
LYCDMING
FUEL IDENT.
J5T-A HC RATIO 0.161
B EL L M CUT H A.I R_J: L CW . LEAS EC
81.0 11.7
FT3 PSIA TT3 DEC. RAhKINE
.41.0. .. ... ._ 764.4
PT9 PSIA TTS DEC RANKIKE
14.S91 1228.3
NET TKRliST. LBS Nl_fiFM
631.0 12458.
ACTUAL
14.704
ACTUAL
534.9
SPECIF.IC
111.4
FILTER AREA ,-?85 SI
CLEAN..CK SMDKE...NUMEER _0._ .
SMGKE NUMBER VOL.-LITERS
O.G 3.0
Q.C 4..0
4.5 7.0
2.3 11.0
GASECUS EMISSIONS-..
TEST CELL
13
-TEST-OPERATOR _._.
TREMBLEY
SERIAL NUMBER
FUEL TE^P FAH
RATIO-BE AS.*— -
2225.
INLET PRESSURE PO PSIA
INLET TEFFEPATURE TO CEG. RANKINE
HLiMIDIlY_.GRAINS/LB__CRY_A.IR
FLCW-CFM
0.52
0.52.
0.52
C.50
PRESS.-PSIA
11.C79
11.128
11.079
U.C79
TEMP.
DEC.FAH
B5.0
85.0 ..
85.0
85.0
FID
UHC
RANGE _
INSTR fiAS TEMP
RAM VALUE PV
GAS CCNCEN FFM(C)
GAS CCNCEN PCT
EMISSION INCEX
FUEL-AIR RATIO
153.
87. E
64.6
C.OC65
2.82
C.0112
NDIR
CC
. 2. _ ._
53.
72C.5
353.7
0.0354
31.C
NDIR
C02
.. 2
53.
504.2
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2.2510
3GS7.
CHE*I
NO
CHEMI
NGX
62.
£44.8
.. _ 14.0
0.0014
2.0
62.
888.0
22.7.
O.C023
3.3
242203
242203
242203
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242203
242203
. 242203
242203
242203
-242203
242203
242203
-242203
242203
242203
-242203
242203
242203
-2.42203
242203
242203
242203
242203
242203
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242203
242203
..2422C3
242203
242203
.242203
242203
242203
242203
242203
242203
242203
242203
242203
242203
-------
TEST CATA
n
DPER ATOP
ENGINE
CATE
C8/12/76
INSTRUMENT
FRH4RDT
ENGINE MANUFACTLRER
LYCCMING
FUEL IDENT.
JET-A HC RATIC C.161
BELLSOUTH. AIR FLOW. L E/SEC.
64.5
FT3 PSI«
32.5 .. ... .. .
PT9 PSIA
14.890
NET THRLST LBS _.
389.0
ACTUAL INLET PRESSURE PO PS
14.702 _ ..
ACTUAL
535.4
SPECIFIC
1C6.8
FILTER *REA .385 SI
CLEAN .CK 5MCKE .NUMBER
SMOKE NUMBER
0.0
._ . O.C . . -
0.0
2.3
GASEGLS EMISSIONS
RANGE
INSTR GAS TEMP
RAk VALUE NV
GAS CCNCEN PPM(C)
GAS CCNCEN PCT
EMISSION INDEX
FUEL-AIR RATIO
CATA PCINT
241113
PCDEL
. . ALFr5G2
FUEL FLOW PPH
373.
.. ... CGBE_.A.IRFLCW_LB/_SEC
9.2
ITS CEG. RANKTNE
7C7.8.
TT9 DEC RAISKINE
1261.3
_N 1 ...BPM
1C729.
IA
TEST CELL
13
TEST OPERATOR . _.
TRENBLEY
SERIAL NUMBER
LF02 _
MANIFOLD FUEL TEMP FAH
175.5
..FUELrAIR. RAT.IO..REAS.
0.0113
EPR
2.21
.M2....RPM
1784.
INLET TEfPEPATURF. TO
HLMCI1Y-GRAINS/LE
CEG. PANKINE
CRY_AIR ._ _
VOL.-L
__. „
FID
UHC
1
153.
14?.?
11C. 7
G. Gill
4.68
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3.0
4..Q
7.0
11.0
NDTR
CC
_2
52.
919.4
466.5
0.0466
3S.6
FLGW-CFM PRESS
0.52
C.f 2
0.52
C.52
NOIR
C02
2 _ . ..
52.
515.3
23C73.6
2.3074
3C78.
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11.C75
11.C75
11.075
11.C75
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NO
1
62.
436.8
11
G.C011
1.6
TEMP. DEC
..
CHEMI
NOX
1 ....
62.
736.4
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O.C020
2.8
.
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86.0
86.0
86.0
86.0
2
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
-241113-
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
241113
-------
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ENGINE TEST CATA
DATE
C8/13/7*
INSTRUMENT OPERATOR
ERHA3DT
ENGINE MANUFACTURER
LYCCMING .
FUEL IDENT.
JET-A HC RATIO 0.161
BELLMCUTH .A IR_ F.tOW_LB/.SEC__
66.6
FT3 PSIA
33.8 . __,
PT9 PSIA
14.819
.NET THRIST LBS
397.0
INLET PRESSURE PQ PSIA
CATA POINT
2511C4
NCDEL
.ALF-502 ..... ________ ...... - ...........
FUEL FLOW PPH
362.
.JCC! R E_l IR.F.L Dk_L B / S EC-
TEST CELL
13
TEST:: OPERATOR _ _._
TREMBLEY
SERIAL NUMBER
LF.02- -
FANIFCLC FUEL TEFP FAH
175.4
FUEL-MR.-.RA:UO..LMEAS..—.
0.0105
RAKKINE
TT3 CEG.
. .„,. , _..725. 3.
TTS CEG RAKKINE
1211.8
Kl. BFM
112C8.
ACTUAL
14.621
ACTUAL
539.9
SPECIFIC
122.7
FILTER AREA .385 SI
CLEAN CK_SMCKE--KLMBER-0
SMOKE NUMBER VOL.-LITERS FLCWrCFM PRESS
EFR
2,31
N2-RP-M.
1866.
INLET TEMPERATURE TO OFG. RANKINE
HLMIQITY GRAINS/LB-DRY-A IR J :
O.C
_2. 3.
2.3
2.3
3.0
—A..C-:
7.0
11.0 •
0.52
C..5.2.
0.53
0.52
.-PSI*
11.039
11..03S-
11.C89
11.C8S
TEMP. DEC,FAH
88.0
88.0
88.0
88.0
GASEOUS
EMISSIONS __
FID
•UHC
RANGE . .- ..._2
INSTR "GAS TEMP 153.
RAW VALLE KV 17.3
GAS CCNCEN PPM(C) . . 128.5
GAS CCNCEN FCT G.C129
EMISSION INCEX 5.91
FUEL-AIF PATIO C.01C6
NOIR KCIR
CC . CG2
2 2
55.
€95.9
.456.5
C.C456
42.1
55.
466.4
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2.1160
3070.
CHENI
NO
__1
62.
441.9
• - 11.2
O.GG11
1.7
CHEMI
NOX
62.
747.7
... 18.9
O.C019
2.9
251104
251104
251104
251104
251104
251104
251104
251104
251104
251104
251104
251104
251104
251104
251104
251104
251104
251104
251104
251104
251104
.251104
251104
2511C4
251104
251104
251104
-251104.
251104
251104
251104
251104
251104
.251104
251104
251104
251104
251104
251104
2511C4
-------
o
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ENGINE TEST CATA
CATE
C8/13/76
INSTRUMENT CPEFATOP
ERHARDT
ENGINE MANUFACTURER
LYCCMING , . ,
FUEL IDENT, :
JET-A HC RATIO 0.161
*• - ^ . •- "'.-''' ' -'-•-•
228.3
PT3 PSIA
151.8
PT9 PSIA
13.101
N£T THRt-ST LBS
5783.0
ACTUAL INLET PRESSURE PO PS
. . ..14.540 . _ _ -
ACTUAL INLET TEMPERATURE TO
537.3
124.6
FILTER JRFA .385 SI
CLEAN CK SMCKE NUMBER 0
CATA POINT
2567C4
MODEL
ALF-502
TEST CELL
13
TEST OPERATOR
TREMBLEY
SERIAL NUMBER
. IF 02
FUEL FLOW PPH MANIFOLD FUEL TEMP FAH
,-----2497.Y: .-;.A.i '?•&* • :,- . -240.9 : -. .''"' : ^..'h>; , :
i±_CCft£jjtlRJELDW-iJ/SiC^£!J EL= AI R R ATJO ME AS , _
32.9 0.0211
TT3 DEC. RANKINE
., .116,3.6 ,. ,.-.-„ —
TT9 DEC RANKINE
1611,7
Kl PPM
1S462.
I A
DEC . RANKINE
TRY A|R
SMOKE NUMBER VOL, -LITERS FLCW-CFM PR
14.9 3,0 0.52
lfl,7 4.0 n. «?
30.8
36.9
GASEOUS EMISSICNS
FIC
UHC
INSTR GAS TEMP 153.
RAW VALLE MV 7.2
GAS CCNCEN PPMIC) 3.8.
GAS CONCFN FCT C.CC04
EMISSION INDEX 0.08
FUEL-AIP RATIO C.C219
7.0 0.53
11.0 0.53
""NOIR^ NOIR "
CC C02
1 ?
54. 54.
112.1 883.0
8. 5 44563.
0.0008 4.4563
0.4 3154.
EPR
1C. 45
_M2 BPM
6247.
ESS.-PSIA TEMP, DEC. FAH
11,139 90,0
11*13? PQ.O
11.187 89.0
11.187 90.0
.OEMI CHEMI
NO NOX
3 _3-
62. 62.
387.6 412.5
4 . 10C.O , 106,5
C.0100 0.0107
7,4 7.9
256704
256704
256704
256704
256704
256704
256704
256704
256704
256704
256704
256704
256704
256704
256704
256704
256704
2567C4
256704
256704
256704
2567C4
2567C4
256704
256704
256704
256704
2567C4
256704
256704
256704,
256704
256704
2567C4-
256704
2567C4
256704
256704
256704
2567C4
-------
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ENGINE TEST CATA
CATE
08/13/76
INSTRUMENT (IPFRATOR
ERHAROT
ENGINE MANUFACTURER
„ ,,LYCCMING . _ „ ,_
FUEL IDENT, ; "•
JET-A HC RATIO 0.161
BELLMCUTH AJR FLOW t_B/SEC
219.2
PT3 PSIA
.140.9 _
FT9 PSIA •• .. •" ....•; "•/'•^•:'^':
, 17.568 : ' , '•'•:'.., :,• "••":-:•
. _ NET T>RUST_ LBS - -- ..„ -:'_;._1
5267.0
ACTUAL INLET PRESSURE PO PS
14.543
ACTUAL INLET TEMPERATURE TO
r 537.3
.-SPECIFIC HUKIDITY GRAINS/La
123.8
FILTER AREA .385 SI
. CLEAN CK SMCKE-MlMeERJJ .
DATA PCINT
256 6C4
WCDEL
ALF-?Q2
FUEL FtCN PPH
2213.
CORF AIRF10V I B/SEC
31.3
TT3 DEC. RAMMNE
1138.4
r TT9 DEG RANKINE
1562,8
K! RPM
19144.
IA
CEG, RAKKINE':---:/-;.^ /:P:^
PRY AIR •'•'•-•. :: '-•M';/." "
SMOKE NUMBER r VOL.-LITERS FLCW-CFM PRESS
. 16.8 3.0 0.52
?2.A A.G C.e?
29.2
3?.l
. „. GASEOUS. EMISSIONS
FID
UHC
RANGE 1
INSTR G4S TEMP 153.
RAVi VALLE MV 5.7
GAS CCNCEN PPM(C) 2.6
GAS CONCEN PCT C.CC03
EMISSION INCEX O.C6
FUEL-AIP RATIO C.02C5
7.0 0.53
11. C C.53
• •NO IP ••;\:;-r^NcrR" '"^-:-"
CC CO 2
1 ? '.••:--r-:-, :•••
54. 54.
69.1 836.1
... .. 6.5 _ 41672.4-
C.CCC6 4.1672
G.3 3154.
TEST CELL
13
TFST OPFRATQfi
TREM8LEV
SERIAL NUMBER
LF02
MANIFOLD FUEL T|MP FAN
255.2
FMFI-ATR RATIO «FAS.
0.0197
EPR
9,69
K? RPM
59 7S.
"'•' ">: ''."': ' •" '•': '• :'''"."' .•':'"":•"'
.- PS I A TEMP, OE€ , FAH
11.135 89.0
11.11? • Pfl»0
11.C99 88.0
11.C89 88.0
CKEMI ".'-• ^CHEMT: '7^;::-^. :'"••-
NO *NCX
•> ?
62. 62.
814. C 876.6
8S.6 56.8 . . . .
C.G090 0.0097
7.1 7.7
258604
258604
258604
258604
258604
258604
258604
258604
258604
-258604
258604
258604
258604
258604
258604
258604
258604
258604
258604 ._ .
258604
258604
258604
258604
253604
258604
258604
258604
258404.
258604
256604
258604 .
258604
258604
258604
258604
2586C4
256604 ,
258604
258604
258604
-------
ENGINE TEST CATA
CATE
C8/13/76
INSTRUMENT OPERATOR .
ERHAROT
ENGINE MANUFACTURER
LYCCMING
FUEL ITENT.
JET-A HC RATIO C.161
BELLMCUTH AIR FLOW LB/SEC
171.1
PT3 PS IA
100.2
PT9 PSIA
16.260
CATA POINT
251504
PPH
MCDEL
ALF-502 .
FUEL FLOW
1260.
_ COflE .AIRFLCW_LB/_SE£_
24.3
113 DEG. RANKINE
1021.6
TT<5 DEC RANKINE
1356.8
Nl PFM
17382.
TEST CELL
13
TEST CPERATQP
TREMBLEY
SERIAL NUMBER
LF02
MANIFOLD FUEL TEMP FAH
248.6
FUEL-MR-RATIQ _MEAS.
0.0144
NET THRUST LBS
3C45.C
ACTUAL INLET
14.58C
ACTUAL INLET TEMPERATURE TO DEC. FANKINE
537.7
SPECIFIC
123. C
FILTER *REA .385 SI
CLEAN CK SMCKE NUMBER.
EPR
6.87
N2 RPK
4727.
PRESSURE FG PSIA
HUMIDITY GRAINS/Lfi CRY AJR .
SMCKE NUMBER
10.9
12.9 ._.
20.6
29.2
G4SECLS EMISSIONS
R4NG5
INSTR GAS TEMP
RAfc VALIE MV
GAS CCNCEN FPM(C)
GAS CCNCEN PCT
EMISSICN INDEX
FUEL-AIF PATIO
VOL.-LITERS
3.0
4.0
7.0
11.0
FLCW-CFM PR
C.52
0.5?
0.52
C.53
ESS. -PSIA
11.139
11.C89
11.C89
FID
UHC
1 ...
153.
6.5
2.2
C.CCC3
0.11
C.C144
NDIR
CC
1_
53.
344.9
31.5
O.C031
2.2
NDIR
C02
2
53.
623.9
29343.8
2.5344
3151.
CHEMI
NO
.. 2 .
62.
463.5
50.9
0.0051
5.7
TEMP. DEC.FAH
88.0
..-68.0
88.0
88.0
CHEMI
NOX
2 _
62.
513.1
56.4
C.C056
6.3
257504
257504
257504
257504
257504
257504
257504
257504
257504
. 257504
257504
257504
257504
257504
257504
257504
257504
257504
257504
257504
257504
257504
257504
257504
257504
257504
257504
-257504
257504
257504
2575J4
257504
257504
2575C4
257504
257504
257504
257504
257504
257504
-------
o
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ENGINE TEST CATA
DATE
C3/13/76
INSTRUMENT HPFRATf-R
ERMRDT
ENGINE MANUFACTURER
LYCCMING
FUEL IDENT.
JET-A HC RATIO 0.161
.eELL.MCUTH-.AIR_F_L.CW-.LE/-S.EC
157.2
PT3 PSIA
90.6
PT9 PSIA
15.812
'NET THRUST LES
2588 C
ACTUAL INLET PRESSURE PO PS
14.58S _ . .. __
ACTUAL INLET TEMPERATURE TO
537. C
SPECIFIC HUMIDITY GRAINS/LB
123.8
FILTER AREA .385 SI
CLEAN ..CK _SMCKE_NLM.BEP. Q__
SMOKE NUMBER VCL.-LI
10.9
12. <;
ie.7
25. S
GASEOUS EMISSIONS
FID
UHC
RANGE 1
INSTR CAS TEMP 153.
RAW VALIE MV 8.2
CAS CONCEN FFMIC). ... ...3.7..
GAS CCNCEN PCT C.CC04
EMISSION INCEX 0.14
FUEL-MF PATIO C.0132
CATA POINT
254404
MODEL
ALFr502 . - .
FUEL FLOW PPH
107C.
_CO R ilA IR.F.L 0 W_LB7_S EC_
22.7
TT: DEG. RANKINE
. ,.589.7 . , .. ..
TTS DEG RANKINE
13C6.Q
Nl RUM
16866.
IA
DEG. RANKINE
CRY A IF
TERS -*~~ FLOW-CFK PRESS
3.0 0.52
4,fi 0.«5'=«
7.0 C.53
11. C . 0.53
NDIR KDIR
CO €02
1 2
55. 55.
55C.4 578.3
52.9. . . . 2.7002. 7_
O.CC53 2.7C03
3.9 3148.
TEST CELL
13
TEST- OPERATOR .. — - ...
TPEMRLEY
SERIAL NUMBER
LF02 .... - ..__ . ..
MANIFOLD FUEL TEMP FAH
236.3
EUEL-AIR_RAUO-MEAS.
0.0131
EFR
6.21
N2 RPM
4359.
•
.-PSIA TEMP. DEC. FAH
11.142 87.0
11.14? fl7.0
11.142 87.0
11.191 E7.0
CHEMI CHEMI
NO NOX
2 . . 2 - .. -
62. 62.
392.2 44e.3
. . 42.9 49.0
O.CG43 O.C049
5.2 6.0
254404
254404
254404
254404
254404
254404
254404.
254404
254404
254404
254404
254404
254404
254404
254404
254404-
254404
254404
254404
254404
254404
254404 -
254404
254404
254.404. ..
254404
254404
254404....
254404
254404
254404
254404
254404
254404
254404
254404
254404
2544C4
254404
254404
-------
o
I
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o
ENGINE
FATE
C8/13/76
INSTRUMENT
TEST CATA
CATA POINT TEST CELL
2513C4 13
OPERATOR __ —„ TEST.GP.ERATOR
ERHARCT
ENGINE MANUFACTURER
. LYCOMING „...
I FUEL IDENT.
! JET-A HC RATIO 0.161
[ . BELLMCUTH.. A IR.. FLOW. LB/SEC
128.0
PT3 PSIA
70.8 .. ...... ....
! FT9 PSIA
! 15.367
L NET THRUST LBS
1662.0
INLET PRESSURE FO PSIA
COBE .AIRFLOW
18.6
TT3 CEG.
915.4 _.
TTS DEC RANKINE
12C8.8
___ Nl _RF_M
15582.
ACTUAL
14.605
ACTUAL
536.9
SPECIFIC
122.8
FILTER AREA .285 SI
CLEAN. CK. SMGKE .NUMBER .0
SMCKE NUMEEP VOL.-LITERS
6.7 3.0
6.7.__ 4.C
IC.c 7.0
14.<; 11.0
GASEOUS EMISSIONS . _
FID NDIR KDIR
UHC CO C02
— .. 2 2 —
TPEMBLEY
MODEL SERIAL NUMBER
.ALFr.502 LF02
FUEL FLOW PPH MANIFOLD FUEL
7*9. 229.6
Lfl/.SEC-.FUEL-AIP RAT.IO
0.0112
RANKINE
TEKP FAH
. ME AS.
EPR
4.65
_N2 RPM
3562.
INLET TEMPERATURE TO CEG. RANKINE
KUKID1T.Y. GRAINS/LB..CRY...A IR
FLCW-CFN
0.52
PRESS.-PSIA
11.096
C..S.2 11.C.S6
0.53 11.096
0.53 11.C96
TEMP.
DEC.FAH
87.0
87.0.
87.0
87.0
RANGE .
INSTR GAS TEMP
RAW VALLE MV
GAS CCNCEN FPMKI
GAS CCNCFN FCT
EMISSION INCEX
FUEL-AIR RATIO
153.
23.6
15.3
C.CC15
0.67
C.0111
54.
311.2
130.0
C.C130
11.5
54.
494.3
22583.7
2.2584
3134.
CHEMI
NO
_._2.
62.
253.7
27.8
0..0028
4.0
CHEMI
NOX
.. 2 _.
62.
326.6
36.0
0.C036
5.2
253304
253304
253304
253304
253304
253304
253304
253304
253304
.. 253304
253304
253304
253304
2533C4
253304
253304
253304
253304
2533C4
253304
253304
253304
253304
253304
253304
25.3304
253304
.-2533C4
253304
253304
253304
253304
253304
-253304
253304
253304
253304
253304
253304
253204
-------
uo
ENGINE TEST CATA
CATE
08/13/76
INSTRUMENT.. OPERATOR. .
ERHAPCT .
ENGINE MANUFACTURER
.LYCCMING .
FUEL ICENT.
JET-A HC RATIO C.161
BELLMCIJTH .A IR._ELCW_J_
79.8
PT3 PSIA
41.0 . .„. -,
PT9 PSIA
14.906
NET THPLST LBS
599.0
ACTUAL INLET PRESSUR
14.6'5
B/SEC
f. PC PS
ACTUAL INLET TEMPERATURE TO
535.7
.SPECIFIC.HLKIDI.1.Y..GR/INS/LB
126.5
FILTER IREA .385 SI
.CLEAN CK SM-CKE.-hL'MBER.-O
SMOKE NUMBER . VOL. -LI
0.0
2.3
2.3
4.5
GASEOUS EMISSIONS
RANGE
INSTR GAS TEMP
RAW VALUE M.V
GAS CONCEN PPM(C) ...
GAS CCNCEN PCT
EMISSION IKCEX
FUEL-AIF RATIO
FID
UHC
1 .
153.
92.3
67.1.
0.0067
3.06
C.01C7
CATA PCI
252204
MODEL
ALF_-r5Q2..
FUEL FLC
435.
CORE-AIR
11.7
TT3 DEG.
767.8 ...
TTS DEG
1201.9
M BFM
12574.
IA
DEC. RAKKI
...CRY...4IR-
NT .
!W PPH.
ELOW..LB/.S
RANKINE
RANKINE
NE
TERS : FLOW-CFK PR
3.0 0.50
4..0 -- 0.57
7.0
ll.G
NDIR
CC
2
54.
71C.5
_ . .350.7 .
C.C351
32.1
0.50
C.E2
NDIR
CG2
2
54.
473.8
_ _ 21524.
2.1525
3095.
TEST CELL
13
TEST- OPERATOR
TREMRLEV
SERIAL NUMBER
L.F02 . ._ !
MANIFOLD FUEL TEMP FAN
. 199.0
EC FUEL-AIR RAT.IQ KEAS. -.
0.0103
EPR
2.80
. _ N2 flPM
2234.
ESS. -PSIA TEMP. OEG.FAH
11.001 86.0
11.050 86,0
11.050 86.0
11.Q5C 85.0
CHEMI CHEMI
NO NCX
1 1
62. 62.
517.0 841.3
8 13. 4_ __ . 21.5
C.CC13 O.C022
2.0 3.2
252204
252204
252204
-252204
252204
252204
252204
252204
252204
252204
252204
252204
252204
252204
252204
.252204
252204
252204
.252204
252204
252204
252204
252204
2522C4
-252204
252204
252204
252204
252204
252204
252204
252204
252204
..252204
252204
252204
252204
252204
252204
252204
-------
I...
O
L. ._
ENGINE TEST CATA
DATE
C8/13/7C
INSTRUMENT. GPERATC.R
ERHARDT
ENGINE MANUFACTURER
.LYCCP.ING „
FUEL IDENT.
JOT-A HC RATIO C.161
8ELLMCUTH A. IR....FLCW-. LE/SEC
67.2
PT3 PS IA
33.8 . _ _
FT9 PSIA
14.625
.NET..TKRLST .LES
356.0
INLET PRESSURE PC PSIA
CATA PCINT
251114
TEST CELL
13
..._ ._ TEST-OPERATOR ._.. .
TREPBLEY
NGDEL SERIAL NUMBER
ALF.-502 LFQ2
FUEL FLOW PPH . KANIFQLC FUEL TEFP FAH
358. 182.2
.CQR_£._AIRFLCW_L.B/SEC-.FU£L-AIR-_RATIO-MEAS.-_.
9.7 0.0103
TT3 DEC. RAMUISE
7.20.4 -__
TT5 OEG RANKINF. EPR
1204.4 2.31
.K1 . P..F «... . N2..FPM _.._.
11168. 1847.
ACTUAL
14.628
ACTUAL
536.1
SPECIFIC. HUM I D.M.Y_ GR-ll NS / LB..
123.S
FILTER APE* .385 SI
CLEAN CK. SMCKE..NUM.EEB. 0
INLET TEMPERATURE TO DEC. RANKINE
.C.R.Y-A.I.R
SMOKE NUMBER
0.0
C.Q
0.0
C.O
GASEOUS EMISSIONS ~
RANGE
INSTR GAS TEMP
RAU VALLF. P\i
GAS CONCEN FFM(C)
GAS CCNCEN FCT
EMISSION INDEX
. FUEL-MF PATIO
V/CL.-L
FIC
UHC
2
154.
15.0
-11C. 3
C.0110
5.06
.C.C1C6
ITERS FLCW-CFP PRESS. -PSIA TEMP. DEC
3.C 0.52 11.C50 .
4.C n. ?? 1 1 -iTin
7.C
11.0
NOIR
CO
2
53.
873.5
441.8
O.C442
4C.7
0.52
0.52
NDIR
CG2
2
53.
468.2
.._ 21237.
2.1237
3075.
ll.CS*;
11.050
CHENI
NO
1
62.
AC 3.0
C.... 1C.7..
O.CC11
1.6
CHEMI
NOX
1
62.
725.5
18.
O.C019
2.8
.FAH
87.0
.8.7.0-
87.0
87.0
7
251114
251114
251114
251114
251114
251114
251114
251114
251114
-251114.
251114
251114
251114
251114
251114
._251114
251114
251114
251114
251114
251114
251114
251114
251114
-251114
251114
251114
-251114
251114
251114
251114
251114
251114
251114
251114
251114
251114
251114
251114
251114
-------
TEST CATA
o
CFEPATOP
ENGINE
DATE
C8/13/76
INSTRUMENT
ERHARDT
ENGINE MANUFACTURER
LYCCMING ,. _
FUEL IDENT.
JET-A HC RATIO C.161
BELLMOUTh..AIR_FLCW. LB/_SEC__
67.1
FT3 PSI*
33.e ., .
FT9 PSIA
14.820
NET. JhRL'ST LBS ._.
395.0
ACTUAL INLET PRESSURE FC PS
.14.625 . . _._.
ACTUAL
534.1
.SPECIFIC
1.13.0
FILTER JRE* .365 SI
.CLEAN CK .SMCK.F NUMBER .C
FAH
TEST CELL
13
TEST OPERATOR . .
TREKBLEY
SERIAL NUMBER
.. ..... LF02 ..._ . „ ...... ....
PAN I FOLD FUEL TEMP
159.6
CaRE_-AIRFLCH.-LB/SEC.-F.UEL-=/UR_RAT-ICL-MEAS. -
9.6 C.0102
TT2 GEG. RANKINE
717.3 . .. ____ ..... _____ ..... _.
TTS DEC RANKINE EPR
11«7.3 2.31
N1...RFM _______________ K2-.R.F*' ______ ...... _______
11146. 1856.
CATA PCINT
2611C5
MODEL
.ALF-502
FUEL FLCW PPH
359.
INLET TEMPERATURE TQ DEC. RANKINE
HUKIDITY.-GRAINS/LB_ DRY.AIR
SMOKE NUMBER
0.0
_ 2.3
2.3
4.5
. GASEOUS EMISSIONS.
.RANGE
INSTR GAS TEMP
RAW VALUE NV
GAS CCNCEN FPMIC)
GAS CCNCEN PCT
EMISSION INCEX
FUEL-MF RJTIQ
VCL.-LITERS
3.0
4..C.
7.0
11. C
FID
UHC
. 2 ._ ....
153.
17.1
125.5
C.0126
5.61
C.01G5
FLOW-CFM PRESS.-PSIA
0*52 11.048
C..5.2 11 ..04 8.
G.50 11.048
C.50 11.046
TEMP. DEG.FAH
84.0
84.0
84.0
84.0
NDIR
CO
2
53.
NCIR
CC2
2
53.
CHEMI
NO
. . 1
62.
CHEMI
NOX
1
62.
45 = ..4
3.0455
42.3
465.0
. 21032.6
2.1033
3070.
408.3
IC.8
O.C011
1.6
72C.7
.18.7
O.G019
2.9
261105
261105
261105
261105
261105
261105
. 261105
261105
261105
.261105
261105
261105
261105
261105
261105
- 261105
261105
2611C5
261105
261105
261105
261105
261105
261105
.261105
261105
261105
261105
261105
261105
261105
261105
261105
261105
261105
261105
.261105
261105
261105
261105
-------
n
i
OJ
ENGINE TEST DATA
CATE
C3/13/76
. INSTRUMENT .OPERATOR ........
ERHJRCT
ENGINE MANUFACTURER
.LYCGMING .„ . ....... ___
FUEL IDENT.
JET-A HC RATIO 0.0
. 8ELLMCUTH._AIR .F.LOW...LB/SEC
232.1
PT3 PSIA
DATA POINT
2667C5
PPH
FT9 PSIA
13.265
NFT. ThRL ST_LBS.._.'
5585.0
ACTUAL INLET PRESSURE PC PSI
14.560 _ ,_
ACTUAL
MCDEL
...ALF-5.G2
FUEL FLOW
2544.
CORE..AIRF.LOW.-L.B/SEC.
33.5
TT3 DEC. RANKINE
.1161.6 _ .._
TTG OEG RANKINE
1614.5
M_.K FM
1545C.
A
TEST CELL
13
.TEST. OPERATOR
TREMBLEY
SERIAL NUMBER
.LF02
MANIFOLD FUEL TENP FAH
237.0
-F.UEL-AIR.. R A T.I 0...ME AS. ..._
C.02C5
EPR
10.63
_N2-RP.M._
6255.
INLET TEMPERATURE TO
J32.5
SPEC IFIC
119.0
FILTER AREA
CLEAN CK SMCKc
SMGKF. NUMEEF
20.6
CEG. FANKINE
GRAINS/LB-CRY_AIR
?fl5 SI
NLMEER-0
VOL.-LIT
CASEOUS
20.6 ____ .......
30.8
35.4
EMISSIONS
ERS
3.0
._4..C_
7.0
Ll.O
FLCW-CFM PRESS.-PSIA
0.53 11.146
C ..f 2 11 ..1_4 8_
0.52 11.197
C.52 11.197
TEMP. DEC.FAH
84.0
fi _4 ,.Q
83.0
84.0
D
C
NDIP
CC
NCIR
C02
CKEMI
NO
CHEMI
NCX
RANGE
INSTR GAS TEMP
RAW VALLE MV
GAS CCNCEN FFM
GAS CGNCEN PCT
EMISSION INDEX
FUEL-AIR RATIO
1
153.
4.7
1.5
C.CCC2
0.03
C.0222
.... .2 3
53.
120.4
. . e.7
C.GCC9
C.4
53.
691.?
45165.1
4.5169
2154.
62.
388.2
ICC.7
0.0101
7.4
62.
416.7
. 108.6
0.0109
7.9
266705
266705
266705
266705
266705
266705
266705
2667C5
266705
. 266705
266705
266705
.. 266705
2667C5
266705
__2667C5
2667C5
266705
2667C5
2667C5
266705
.2667C5
266705
266705
. 266705
266705
266705
—266705
266705
266705
.266705
2667C5
266705
-.2667C5
266705
2667C5
266705
266705
266705
266735
-------
n
. ui
, ENGINE TEST CATA
DATE
C3/13/76
INSTRUMENT OPERATOR- .
ERHARDT
ENGINE MANUFACTURER
LYCCMING
CATA POINT
2fc£CC5
MCDEL
ALF-502
TEST CELL
13
TEST OPERATOR
TRF.MBLEY
SERIAL NUMBER
LF02
FUEL ICtNT. FUEL FLCH PPH PAMFGLO FUEL TEKP FAH
JET-A HC RATIO 0.161 2263. 243.5
. BELLSOUTH .A IR._F_ICH_.L.E/SEC COBi._A.IRFJ.QH_.L.B/-SEC_.F-UEL-T-A IR_RAT-IO-.MEAS.
222.2 31.9 0.0197
PT3 PSIA TT2 DEC. RANKINE
1^3.7 . . 1134. 5 , ....
PT9 PSIA TTS DEC RANKING EPR
17.722 1559.9 9.89
NFT ThRl ST |R« M KCM H? KPM
5402.0
ACTUAL INLET PRESSURE PC PSI
. 14.556 _.. „
ACTUAL INLET TEMPERATURE TQ
532.7
. SPECIFIC HUMIDITY GR A.l NS/LB-.
121.1
FILTER AREA .385 SI
CLEAN CK SMCKE KUMBEP Q
IS 160.
A
DEC. FANKINE
DRY. MR
6020.
SMOKE MIMEER VOL. -LITERS FLCW-CFM PRESS. r-PS I A TEMP. DEC. FAH
18.7 3.0 0.52 11.149 65.0
22.4 4-0 n.«? 11.145 fl«5-.n
30.8
38.3 1
GASEQLS EMISSIONS
FID
UHC
RANGE 1
INSTR G/JS TE^P 153.
RAU VALLE MV 4.0
GAS CCNCEN FPM(C) - 1.0...
GAS CCNCEN PCT C.0001
EMISSICN INDEX 0.02
FUEL-AIF R^TIC C.02C8
7.0 0.53
1.0 0.53
NDIR NDIP
CC CC2
1 2
53. 53.
97.2 645.9
6.7 . 42234. C ..
C.CCC7 4.2234
C.3 3154.
11.149 85.0
11.196 85.0
CHEMI CHEMI
NO NOX
2 - 2
62. 62.
808.0 876. 4
88.9 . .. . .96.4
O.CC8S O.C096
6.9 7.5
266605
268605
268605
268605
268605
268605
. 268605
268605
268605
268605
263605
268605
268605
268605
268605
-268605
263605
268605
.-268605 .-
268605
268605
-.268605
268605
268605
-268605...
268605
268605
268605
268605
268605
,268605...
268605
263605
. 268605
268605
268605
263605
268605
268605
268605
-------
o
I
•OJ
SMGINE TEST CAT A
GATE
08/13/7d
INSTRUMENT CFER/!TQP
ERH4RDT
ENGINE MANUFACTURER
LYCCMING
FUEL IDEMT.
JET-A HC RATIO 0.161
BEL.LMCLTH AIR_FLCH. LB/S.EC_
171.4
PT3 PSTA
ICC.fc . .. _.
PT9 PSI*
16.C73
NET THRLST LBS
3087.0
ACTUAL INLET FPESSLRE PC PSIA
14.59C _..
ACTUAL
532.8
SPEC IFIC
120.0
FILTER /PEA .385 SI
CLEAN CK SMCKE NUMBER
DATA POINT
2675C5
MODEL
ALF-502 ..
FUEL FLCW PPH
1259.
...CORE. AIR FLCH
24.7
TT2.CEG. RANKINE
1014.5 .... ...
TT<3 DEG RANKINE
13C2.6
..N1 -EP.M
17336.
TEST CELL
13
.TEST OPERATOR
TREHBLEY
SERIAL NUMBER
... . LF02 .
NANIFCLC FUEL TEKP FAH
244.2
LB/SEC_FUELrAIR..RAT.IO. MEAS.
0.014.2
EPR
6.90
-N2_flRK.
4727.
INLET TEMPERATURE TO DEC. FANKINE
HUMIDITY. GRAINSVLB .DB.V...MR
SMOKE NUMBER
1C.9
. .14.?
22.4
27.6
GASEOUS EMISSIONS
RANGE .
IMSTR GAS TFMP
RAW VALLE MV
GAS CCNCEN PPMIC)
GAS CCNCEN PCT
F.MISSION INDEX
FUEL-AIR RATIO
VOL.-LITERS
3.0
7.0
11.0
FLCW-CFM
0.52
C..53.
C.53
0.53
PRESS.-PSIA TEMP.
11.149
11.158 ._
11.198
11.198
DEG.FAH
85.0
85.0
65.0
85.0
FIO
UHC
1 _.
154.
4.6
1.5
C.CCC2
0.05
C.0144
NDIR
CC
.1
53.
379.9
34.5
0.00.34
2.4
NCIR
C02
. 2- . .
53.
623.7
29352.4
2.9392
3151.
CHEMI
NO
..2
62.
442.9
48.8
O.CC49
5.5
CHEMl
NOX
._ 2. - ... .
62.
491.9
54.1
O.C054
6.1
267505
267505
267505
. 267505
267505
267505
267505
267505
267505
267505
267505
267505
267505
267505
267505
—267505
267505
267505
267505
267505
267505
267505
267505
267505
267505
267505
267505
-267505
267505
267505
267505
267505
267505
267505
267505
267505
267505
267505
267505
267505
-------
n
L.
ENGINE TEST DATA
CATE
C8/13/16
INSTRUMENT OPERATOR..
ERH/JRDT
ENGINE MANUFACTURER
LY COM ING . . _. . __ __
FUEL IDENT.
JET-A HC RATIO C.lfil
BELLMCUTH AIR. ELOH.LE/.SEC
106.4
FT3 PSIA
92.?
PT9 PSIA
15.866
NFT THRUST IRS
DATA POINT
2644C5
POOEL
...ALf.Tr.E02 - .. -
FUEL FLCW PPH
•;•' '1095.: . "••• .•-.-. , . .
rnR£ AIRFLOW 1 R/SEC
23.2
TT2 CEG. RANKINE
.. .5 £6. 7.
TT<3 CEG RANKINE
13C2.6
Ml RPM
2651.0 169C6.
ACTUAL INLET PRESSURE PO PSIA
14.586
TEST CELL
13
TEST CPERATOR . _.
TREMBLEY
SERIAL NUMBER
LF02
PANIFCLD FUEL TEMP FAH
233.6
FUEL-AIR RATJQ KEAS.
0.0131
EPR
6.32
M2. RP.I». . . .
4419.
ACTUAL INLET TEMPERATURE TO DEC. PJNKINE
532.5 . .
SPECIFIC HUMIDITY GRAINS7LB HRY AIR
123.0
FILTER JREA .285 SI
.CLEAN..CK...SMCKE..MJMBER._0
SMCKE NUMBER VOL. -LI
8.8
12.9
ie.7
24.1
GASEOL'S EMISSIONS. ... _ ...
FID
UHC
FANGE- - 1. ...
INSTR GAS TEMP 152.
RAU VALUE MV 5.9
GAS CCNCEN FPM(C) . 2.8
GAS CCNCEN PCT C.CCC3
EMISSICN INDEX 0.10
FUEL-AIR RATIO G.0133
TERS FLCW-CFM PRESS
3.0 C.52
4.0 C.S3
7.0 0.53
11.0 0.53
NDIR NCIR
CC CC2
1 . . 2
56. 56.
£47.5 562.5
52.3 _ .. 27212.9
Q.C052 2.1213
3.9 3148.
.-PSIA TEMP. OEG. FAH
11.198 84.0
11.149 fi4.0
11.149 84.0
11.149 84.0
CHEMI CHEMI
NO NCX
.2 . . 2. . .
62. 62.
389.6 446.3
42.6 ._. .48.7 . ...
0.0043 OoC049
5.2 5.9
264405
264405
264405
264405
264405
264405
264405
264405
264405
264.405
264405
264405
264405
264405
264405
264.405.
264405
264405
26.4405
264405
264405
264405
264405
264405
264405.
264405
264405
264405.
264405
264405
264405.
264405
264405
264405
264405
264405
264405
264405
264405
264405
-------
GFERATCR
O
to
oo
. ENGINE TEST CATA
DATE
C8/13/76
INSTRUMENT
ERH/POT
ENGINE MANUFACTURER
LYCCMING . _..
I FUEL IOENT.
! JET-A HC RATIO 0.161
L.... B E L L M C UTH...A I R_.F_L.C W. L BASE C_
130.9
PT3 PSIA
.72.3 . , ...
PT9 PSIA
15.4C8
NET. THRLST LBS j
1722.0
ACTUAL INLET PRESSURE FC PS
14.607
ACTUAL
533.0
SPECIFIC
121.9
FILTER AREA .385 SI
CLEAN CK.SKCKE-NUMEER. 0
SMGKE NUMEER VGL.-LI
6.7
... .6.:?
8. 8
U.5
GAScDLS EMISSIONS _ .
CATA PCINT
2633C5
VOOEL
... __ALF-502
FUEL FLCW PPH
765,
__CQR.E_AIRF.LO.W.._LB/.SEC.
18. 9
TT3 DEC. RANKINE
.317.1
TT«5 CEG RANK IKE
12C5.0
._._K 1_.F. F. M
15652.
IA
TEST CELL
13
.TEST OPERATOR
TREMBLEY
SERIAL KLMRER
..LF02...
MANIFOLC FUEL TEMP FAN
221.6
-EUEL-AIR-RAUO-MEAS. ..._..
0.0112
EPR
^f.55
.N2-BEM
3617.
INLET TEMPERATURE TO Of=G. RANKINE
KUK ID I.1.Y- GR/.INS./LB_.CR.Y._A I R
I
TERS FLCW-CFM PRESS
3.0 C.52
-.4..0 ____________ 0..52 __ J
7.C 0.52
11.0 0.53
. -PSIA
11.100
11.100.
11.100
TEMP. DEG.FAH
84.0
. -84.0.
84.0
RANGE . _ .
INSTR GAS TEMP
RAW VALUE NV
GAS CCNCEN PFM(C)
GAS CCNCEN FCT
PMISSIGN INCEX
FUEL-AIR RATIO
FID
UHC
1 .. -
153.
20.4
. 13.7
C.CC14
0.6C
C.C111
NDIR
CC
.-2
NDIR
C02
56.
305.7
127.0
O.C127
11.2
22660.8
2.2661
3135.
CHEMI
NO
-2
62.
255.0
27.9
C.0028
4.0
CHEMI
NGX
2
62.
325.9
36.0
C.C036
5.2
263305
263305
263305
263305
263305
263305
.263305
263305
263305
..263305.
263305
263305
263305
2633C5
263305
..263305
263305
263305
26.3305
263305
263305
2633C5
263305
263305
2633C5
263305
263305
2633C5
263305
26.33C5
26.3305
263305
263305
-263305
263305
263305
263305
263305
263305
263305
-------
,
CO
vO
ENGINE TEST CATA
CATE
C 8 /1 3/76
INSTRUMENT OPERATOR
FRHARCT
ENGINE MANUFACTURER
LYCCMING
DATA PCINT
2622C5
MODEL
. ALF-502 _ .... .
TEST CELL
13
TEST OPERATOR ..
TREMBLEY
SERIAL NUMBER
LFQ2
FUEL IDENT. FUEL FLCW PPH KANIFCLO FUEL TEKP FAH
JET-A HC RATIO 0.161 : 436. 187.6
_J.B EL L^ OUT H .41 R_F_LO W_.LE/_S E C ._C O.RE_A I R F_L G WlL B/ S EC-.EU E L- A I.R..R AT..1 0- M£A S .
81.0 11.8 C.OICH
FT3 PSIA TT3 CEG. RANKINE
... .40. 9 . 762.5 -,
FT9 PSIA TT9 DEC RANKINE EPR
14.SC6 1194.fi ,. =. 2.79
MFT THUJST IBS Nl RPM ! N? RPM
599.0
ACTUAL INLET PRESSURE FO PS
14.626
ACTUAL INLET TEMPERATURE TO
533.3
SPECIFIC HUMIDITY GRAINS/LH
12530.
IA
CEG. RANKINE
TRY AIR
121.8
FILTER AREA .385 SI
.CLEAN. .CK SMCKE ..NUMBER .0 ;_ —
SMCKE NUMBER VOL. -LITERS FLCW-CFM PRES
0.0 3.0 0.52
. 0. C _. 4.C - . _. ___0.«_2 _ __
2.3
6.7
GASEOLS El* I SSI CIS S. __ ..
FID
UHC
.RANGE . . 1 -
INSTR GAS TEMP 153.
RAM VALLE VV 109.2
GAS CCNCEN FFMICI. . . 90.7.
GAS CCNCEN PCT G.CC61
EMISSION INDEX 3.71
FUEL-AIP PATIO C.01C6
7.0 0.50
11.0 C.!2
MOIR NOIR
CO • C02
2'. ... : 2-
56. 56.
15C.5 469.9
_. 371.5 21314.5
C.C371 2.1314
34.3 3C89.
2216.
S.-PSIA TEMP. DEC. FAH
11.050 83.0
TUTGO fl^»0
11.050 83.0
11.05C 83.0
CHtKI CHEMI
NO NOX
..... 1... . _. 1 . ._
62. 62.
492.9 827.3
12.9 21.4. .
O.OG13 0.0021
2.0 3.2
262205
262205
262205
- 262205
2622C5
262205
— 262205
262205
262205
— 262205
262205
262205
262205.
262205
262205
262205
262205
262205
-262205
2622C5
262205
-262205
262205
262205
... 262205
262205
262205
- 262205
262205
262205
-.262205.
262205
262205
. -2622C5.
262205
262205
262205
262205
262205
.262205
-------
n
i^
o
ENGINE TEST DATA
GATE
C8/13/76
INSTRUMENT OPERATOR ..
ERHARCT
ENGINE MANUFACTURER
LYCCMING __
FUEL IDENT.
JET-A HC RATIO C.161
-BELLMCUTH A IR. FLDW_ LE/S EC
66.4
PT3 PS I A
.. ^3.3 .
PT9 PSIA
14. 828
NET THRLST LES
3S7.0
ACTUAL INLET FRESSURF PC PS
14.633 _. .. ,
ACTUAL INLET TENFEPATURE TO
523.3
SPECIFIC. KLN. ID IT Y .GRAINS /LB
121.3
FILTEP AREA .3B5 SI
CLEAN CK SMCKE NUMBER_Q
SMCKE NUMEEP VGL.-LI
2.3
..2.3. _'
2..1
4.5
GAS'OLS FMISSICNS
FID
UHC
RANGE . _ 2 .
INSTR G4S TEMP 154.
RAV» VALUE NV 16o7
GAS CCNCEN PPM(C) 123.8
GAS CCNCEN PCT C.0124
EMISSION INDEX 5.73
FUEL-A.IF RATIO C.C1C5
CATA PCINT
261115
PC-DEL
ALF-302
TEST CELL
13
.TEST OPERATOR _
TREMBLEY
SERIAL NUMBER
L FQ?_ _ . . . . . ... . .
FUEL FLOW PPH MANIFOLD FUEL TEMP FAN
356. 173.9
CQR.E-.A IRF.LDW_LB/SEC_FUEL-* IR-RAT.IO..-MEAS. --.-.-
9.6 C.0103
IT! OEG. RANKINE
715.8 . .....
TTS OEG RANKINE
11^^.4
M RFM
11122.
IA
DEC. PANKINE
CRY t IR
TERS FLCW-CFM PRESS
3.0 C.50
... 4.. 0 C • 5.2
7.C 0.52
11.0 C.f2
NOIR NDIR
CC CC2
. . 2 .- 2
56. 56.
fi<57.8 464.1
454.3 21017.4
O.C454 2.1017
42.2 3070.
EFR
2.31
N? PPM
183fe.
•-FSIA TEMP. DEG.FAH
11.C49 83.0
1 1 . C .4 ? 8 3.0—
11.04S 83.0
11.C49 83.0
CHENI CHEMI
NO NCX
1 - 1
62. 62.
aSS.e 721.6
10.5 . 18.7
C.CCll O.C019
1.6 2.9
261115
261115
261115
. 261115
261115
261115
261115
261115
261115
- -261115
261115
261115
261115
261115
261115
-261115
261115
261115
261115
261115
261115
261115
261115
261115
261115
261115
261115
-261115
261115
261115
261115
261115
261115
261115
261115
261115
261115
261115
261115
261115
-------
n
I
. ENGINE TEST CATA
DATE
C8/14/76
INSTRUMENT OPERATOR
ERHAROT
ENGINE MANUFACTURER
LYCCMING
FUEL IDENT.
JET-A t-C RATIO 0.161
BELLMCUTH AIR FLQW LB/SEC 1
66.4
PT3 PSIA
33.?
PT9 PSIA
14.866
NpT THRUST IRS
399.0
ACTUAL INLET PRESSURE FO PS
14.684
ACTUAL INLET TENFERATURE TO
538,2
_ SPECIFIC. HIM ID I T-Y GRAINS/IB
113.5
FILTER AREA .385 SI
CLEAN CK SMCKE NUMBER 0
CATA PCINT
2711C6
MODEL
A L F r. 5 0 2.
FUEL FLCW PPH
377. .•. . .
ICUBE A.IRF.LCW. LB/-SEC
9.2
TT? DEC. RANKINE
71*. 0
TTS DEC RANKINE
12*4.0
Nl RFM
IA
DEC. PANKINE
DRY A IR
SMCKE NUMBER VC-L. -LITERS FLCW-CFM PRESS
O.C 3.0 0.52
0.0 «-C fi-«S?
2.3
2.3
GASEOUS EMISSJCNS
FID
UHC
RANGE . 1
INSTR GAS TEMP 153.
RAW VALLE MV 137.8
.GAS CCNCEN FFMCCI . .101.9..
GAS CCNCEN PCT C.01C2
EMISSICN INDEX 4.27
FUEL-MF RATIO .C.0116
7.0 0.53
11.0 0.52
NDIR NCIR
CC C02
2... ...... 2
55. 55.
889.1 515.0
.. _447.6 . 23312. .C ._
0.0448 2.3312
37.7 3082.
TEST CELL
13
TEST OPERATOR . .
TREMBLEY
SERIAL NUMBER
LF.Q2,. _ _ , '._
MANIFOLC FUEL TEMP FAH
168.4
F-UEL-AIR-RAT-IQ-KEAS. -.-
0.0114
EPR
2.27
N2 PPH
1868.
.-PSIA TEMP. DEC-. FAH
11.090 , 84.0
11.139 84.0
11.139 84.0
11.139 84.0
CHEMI CHEMI
NO NOX
.1. _. . _..! .
62. 62.
450.1 814.8
11.7 .20.9. .
C.CC12 O.C021
1.6 2.9
271106
271106
271106
271106.
271106
271106
271106.
271106.
271106
271106.
271106
271106
271106
271106
271106
271106
271106
271106
271106.
271106
271106
271106
271106
2711C6
271106.
271106
271106
271106-
271106
2711C6
271106
2711C6
271106
271106.
271106
271106
271106
271106
271106
271106
-------
DATA POINT
276K6
n
i
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tSJ
ENGINE TEST CATA
CATE
03/14/76
INSTRUMENT OPERATOR.. - _...
ERHARDT
ENGINE MANUFACTURER KCDEL
LYGGMING ALF.-502
• FUEL IDENT.
JET-A HC RATIO C.161
B.ELLMDUTH -AIR...F.LCW. LE/SEC
227.9
PT3 PSIA
150.7 _
FT9 PSIA
13.103
N ET _T hR U SI L B S
5328.0
FUEL FLOW PPH
2485.
CORE....AIRFLCfc_.LB/-SEC
23.0
TT3 DEC. RANKINE
115S.1
TT<3 DEC RANKINE
1616.7
fcl l_fi F M
19364.
TEST CELL
13
.TEST OPERATOR _. .. .
TREMBLEY
SERIAL MMBER
LF.02 - -
PANIFGLG FUEL TEMP FAH
240.6
-EUEL = AIR-RAT-IQ..NE.AS.-.-.
C.02CS
EPR
10.34
.N2-.R.P-M
6223.
ACTUAL INLET PRE5.SLRE FC PSIA
14.587 .. .. ..__ _
ACTUAL INLET TENFERAfURE TO DEC. RANKINE
535.8
SPECIFIC KUMinm.. GR/UNS/LB CBY..AIR- .
111.9
FILTER AREA .385 SI
CLEAN CK SMCKE. NUMBER.
0
SMGKF NUMBER
14.9
_ 22.4
27.6
36. S
GASEOUS EMISSIONS
PANGE .
INSTR GAS TEMP
RAW VALUE NV
GAS CCNCEN FPK>
GAS CCNCEN PCT
EMISSION INDEX
FUEL-MF PATIC
VOL.-LITERS
3.0
4.Q
7.0
11.0
FLCW-CFM PRESS.-PSIA
0.53 11.237
0 . .53 : 11.237-
0.54 11.237
0.53 11.237
TEMP. DEC.FAH
85.0
85.C.
85.0
85.0
C)
FID
LHC
_ 1
153.
8.2
4.2 .
C.CC04
O.C9
C.0222
NDIP
CC
_1 _.__
54.
120.2
8.8
G.CCC9
C.4
NDIR
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..__2 _
54.
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45127.8
4.5128
3154.
ChEMI
NO
3
62.
3S7.1
102.6
0.0103
7.5
..
CHEMI
NGX
.._3 __
62.
421.7
-1C9.0 .
O.C109
8.0
2767C6
2767C6
2767C6
276706
276706
276706
. 276706
2767C6
2767C6
-276706.
2767C6
276706
.. 276706.
276706
276706
—27.6706.
276706
276706
. .276706
2767C6
276706
. 276706
276706
2767C6
- .276706
276706
276706
-2767C6
276706
2767G6
.. 276706
2767C6
276706
2767C6
276706
276706
276706
2767C6
276706
2767C6
-------
n
i
*>•
OJ
ENGINE.TEST.CATA
DATE
08/14/76
INSTRUMENT__OFERATOR
ERHflRDT
ENGINE MANUFACTURER
LVCOMING ...._
FUEL IDENT.
JET-A HC RATIO 0.161
BELLMCUTH . AIR_FLOW_Le/.SEC.
217.7
PT3 PSIA
140.3
FT9 PSIA
17.595
. N ET__TbRL ST_..LBS_
5250.0
ACTUAL INLET PRESSURE FC PSIA
14.558
ACTUAL
537.0
SPECIFIC
CAT* PCINT
276606
MGDEL
_AL F,r 502
FUEL FLOW PPH
2198. . •."•:
_C CR E_A IRF1C H-L.B/.S EC!
31.2
TT3 DEC. RANKINE
TT9 DEG RANKINE
1567.6
_N.L_B.F.M :
19052.
TEST CELL
13
TEST.-OPERATOR „
TREMBLEY
SERIAL NLMBER
. LF-02 ,
NANIFCLC FUEL TEMP FAN
249.5
. F_U EL= A1 B- ..R AT.I0_ tLE A S .
O.G196
EPR-
9.63
_K2._RPM.._.
5962.
INLET TEMPERATURE TC DEC. RANKINE
.HUN.lD.nY-.GR AINS/LB-CRY-A IR~
FILTFR AREA .385 SI
CLEAN.-CK SMCKE-NUMBER-0
SMOKE NUMBER VOL.rLITEPS
16.8 3.0
. .20.6 4.0
3C.8 7.C
35.4 11.0
GASEOUS EMIS.SICNS
FID . NDIR
UHC CC
RANGE ..._ _-l 1
INSTR GAS TEMP 153. 53.
RAW VALLE MV 7.2 96.2
GAS CCNCEN FPM(C) 3.4 .
GAS CCNCEN PCT Q.CCC3
EMISSION INDEX 0.08
FUEL-AIP RATIO . 0.0206
FLCW-CFM
0.53
0.-S3-
0.55
0.53
PRESS.-PSIA TEMP.
11.237
- 11.188 -._:
11.188
11.237
DEG.FAH
85.0
85.0-
85.0
85.0
NDIR CHEM CHEMI
C02 NO NCX
.„.; .2 2 _ 2
53. 62. 62.
E5C.5 627.9 90C.2
6.7.- 41966..1 90.8 98.7
G.CCC7. 4.1966 C.CC91 O.C099
C.3 3154. 7.1 7.8
278606
2786C6
278606
273606
278606
278606
-.278606
278606
278606
—278606
2786C6
2786C6
.278606
2786C6
278606
-278606
2786G6
278606
. 278606
278606
278606
278606
278606
278606
- 278606
278606
278606
_ 2786C6.
278606
2786C6
.. 278606
278606
278606
278606
278606
278606
2786C6
278606
278606
278606
-------
o
I
ENGINE TEST CATA
DATF
INSTRUMENT OPERATOR
ERHARDT
ENGINE MANUFACTURER.- _ ._
LYCCMING .
FUEL IOENT.
JET-A HC RATIO 0.161
BELLMGUTH ATP FLCW LE/SEC
165.2
ET3 PSIA
S7.C
PT9 PSIA
NET THUST LBS
2930.0
ACTUAL INLET PRESSURE FG PS
14.621
ACTUAL INLET TEI-PEPATURE TO
537.2
DATA POINT
JHODEL
ALF-502
FUEL FLCH PPH
1208.
CORE AIRFLOW LB/SEC
24. C
T T.2 ..DEG .... R A h K J N E
. 1010.8
TT<= DEG RAKKINE
M PPN
17176.
DEG. PANKINE
SPECIFIC HUMIDITY GRAINS/LB DRY AIR
108.1
. ..FILTER AREA. .385-SI , , ,-.
CLEAN CK SMCKE NUMBER C ;.••'
SMCKE NUMBER VOL, -LITERS FLCW-CFM PRESS
e.a 3-0 o. 52
1C. 9
20.6
_. . . 27.6 - - —
GASEOUS EMISSIONS
FID
RANGE 1
INSTR GAS TEMP 154.
RAW VALLE MV ....8.2..
GAS CCNCEM PFM
-------
o
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in
ENGINE TEST DATA
DATE
C 8 /1 4/7 6
INSTRUMENT DPERATOR
ERHARDT
ENGINE MANL.FACTURER
LYCGHING
FUEL ICENT.
JET-A PT RATin O.161
BELLSOUTH AIR FLCW LB/SEC
153. A
PT3 PSIA
87.3
PT9 PSIA
15.774
NET THRUST LBS
2436, C
ACTUAL INLE.T -PP.E.S.SliRE. F.Q..RSI
14.639
ACTUAL INLET TEMPERATURE TO
*«-o
SPECIFIC HUMIDITY GR/INS/LB
11C. 7
FILTER *PFA .3E5 SI
DATA PCINT
._. 2744 C6
,._-.!* CD EL
ALF^502
FUEL FLOW PPH
10?fl,
CORE AIRFLOW LB/SEC
22.0
_..TJ3-CEG.-RAMUNE-..
sec. a
ITS DEC RAKKIKE
1^11. Q
Nl RFM
16682.
A
DEC. FAMUNE
CRY AIR
CLEAN CK SKCKE NUMBER 0
SMOKE NUMEER VCL.-LITEPS FLCW-CFM PRESS
in,q i.n n.5?
12. 9
14.9
24.1 1
GASFJGLS EMISSIONS
FID
. ..._ . . . -UHC _.
RANGE 1
INSTR GAS TEMP 153.
RAh VALUE MV 9.d
GAS CCNCEN FFMIC) 3.3
GAS CCNCEN PCT C.CCC3
EMISSICN INDEX 0.12
FUEL-AIR RATIO C.0133
4.C C.52
7.0 0.52
1..0 . , 0.52 — -
NDIR NCIR
CC ___ . CC2 - _
1 2
54. 54.
569.8 5E5.C
55.0 27112.3
O.C055. 2.7112
4.1 3148. ....
TEST CELL
13 . _ __..
TFST CFERATOP
TREMBLEY
SERIAL .NLMBER .._
LF02
MANIFCLD FUEL TE^P FAH
?^A.7
FUEL-AIR RATIO MEAS.
0.0131
EPR
«5.<3A
N2 PPM
A2£4.
.-PSI« TEMPo DEC. FAH
11.C67 86.0
11.137 66. C
11.137 86.0
11.137 . - .. _ ... 86.0 .
OEM CHEMI
NH NCX
2 2
62. 62.
352.6 456.2
42.1 50.1
0.0043 0.0050
. 5.2 . -6.1
274406
274406
214406
274406
274406
274406
274406
274406
274406
274406
2744C6
274406
274406
274406
274406
274406
274406
274406
274406
274406
.274406.
274406
274406
274406.
274406
2744C6
274406 .._
274406
274406
274406.
274406
274406
274406...
2744G6
274406
274406
274406
274406
2744C6
274406
-------
o
ENGINE TEST CATA
CATE
£8/1 W7£
INSTRUMENT OPERATOR
ERHAPCT
ENGINE MANUFACTURER
LYCQMING
FUEL IDENT.
JET-A HC RATIO C.161
BFLLMCUTH AIR FLCU LP/SEC
122.?
PT3 PSIA
66.9
PT<3 PSI«
15.22G . _ _..
NET Tt-RLST IPS
i?33.C
ACTUAL INLET PRESSURE PO PS
14.651
ACTUAL INLET TEMPERATURE TC
538.0
SPECIFIC HLMDITY GRAINS/LB
111.0
FILTEP AREA .385 SI .
CLEAN CK SMCKE NUMBER 0
SMOKE NUMREP VOL. -LI
4.5
4.5
10. S
12.5
GASEDLS EMISSIONS
FID
U>C
«AMGE 1
INSTR GAS TEMP 154.
RAfo VALLE MV 25.3
GAS CCNCEN PPM(C) 15.4
GAS CCNCEN PCT C.C015
EMISSICN INDEX 0.68
FUEL-AIP RMIC C.C111
DATA POINT
2733C6
f.ODEL
ALF-502
FUEL FLCU PPH
7C2. . - . ...
COPE AIRFLCW LB/SEC
17.6
TT2 DEG. RANKINE
9C3.3
TT<; DEG PANKINE
1215.4 ._ . .
M RFM
151S6.
IA
DEC. RANKINE
_ . _ _.......
CRY MR
., _.
TERS FLCW-CFM PRESS
3.C . - . 0.52
4.0 C.53
7.C 0.52
11. C C.52
NDIR N'DIR
CC C02
2 2
54. 54.
342.3 4SS.2
143.2 22627.4
O.C143 2.2627
12.6 3133.
TEST CELL
13
TEST OPERATOR
TREMBLEY
SERIAL NUMBER
LF02
PANIFCLO FUEL TEMP FAN
225.8
FLEL-AIR RATIO MEAS.
0.0111
EPR
4.57 _ .
N2 RPP
3419.
.
.-PSIA TEMP. OEC.FAH
11.C86 . 85.0
11.135 85.0
11.135 85.0
11.135 _ 85.0
ChEM CHEMI
NO NGX
2 2
62. 62.
245.4 221.0
27.0 35.9
C.CC2"? C.C036
2.9 5.2
273206
273306
273306
273306
273306
273306
273306
273306
273306
273206
273306
273306
273306
273206
273306
273306
273306
273306
2733C6
273306
273306
273206
273306
273306
273306
273306
273306
273306
273306
273306
273306
273306
273306
273306
273306
2733C6
273306
272306
273306
273306
-------
o
*.
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i ENGINE TEST CATA
CATE
C8/14/76
INSTRUMENT CPEFATOR
ERHARDT
ENGINE..MA.NLFACTUR.EB.
LYCCMING
FUEL IDENT.
JET-A.HC RATIQ..C..1.61 ..
BELLMCUTH AIR FLCW LB/SEC
.78.4
. FT3. PSIA . _
39.9
PT9 PSIA
14.914
NET THRLST LBS
595.0
. ACTUAL -INLET. PRESSURE PO RS
14.664
ACTUAL INLET TEMPERATURE TO
540.4
SPECIFIC HUMIDITY GRMNS/LB
110.9
FJITEP ARFA ,^fl5 SI
CATA POINT
. KODEI „ .... .
ALF-502 ;
FUEL FLOW PPH
COPE AIRFLOW LB/
11.4
IT3..DEG..,RANKINE
764.7
TT9 DEC RANK IKE
M FFM
12336.
IA
PEG. RANKIME
DRY AIR
TEST CELL
13
TEST OPERATOR
TREMBLEY
...-SERIAL NUMBER _
LF02
MANIFCLC FUEL TEMP FAH
SEC FUEL-AIR RATIO MEAS.
0.0111
EPR
N2 PPM
2211.
CLEAN CK SMCKE NUMBER 0
SMOKE NUMBER VOL.-LITERS FLCW^CFM PRESS. -PSU TEMP. DEG.FAH
0.0 3«0 0.5? li.fiflS RS.n
O.C 4.C 0.50
2.3 7.C 0.52
4.5 11. Q - 0.5.2
GASEOUS EMISSIONS
FID .
__ _..- UHC
RANGE 1
INSTR GAS TEMP 154.
RAW VALLE MV . . 86.3 .,
GAS CCNCEN PPM(C» 62.2
GA.S CCNCEN PCT C.C062
_. EMISSION INDEX . 2.d4
FUEL-AIP RATIO C.0115
NDIR NDIR
CC --CO 2
2 2 '
53. 53.
._..7.25. A. 50S..7...
356.8 23166
C.C357 2.3167
. . .30.4 1 .....3099. _
11.C85 85.0
11.C85 85.0
11.135 85.0
CHEMI CHEMI
NO NOX .
1 1
62. 62.
£47.6 912.4 _ . „
.6 14.3 23.5
G.C014 C.C024
. 2.0 .. .. 3.3 ._....:-_.
272206
272206
272206
272206
272206
272206
2722C6
272206
272206
272206
272206
2722C6-
272206
272206
272206
272206
272206
272206
272206
272206
272206
272206
272206
272206
272206
272206
2-72206
272206
272206
272 2 06
272206
272206
272206
272206
272206
272206
272206
2722C6
272206
272206
-------
n
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*.
00
ENGINE TEST CATA
GATE
._ . .CB/14/76 _ _ _...
INSTRUMENT OPERATOR
ERHJRDT
ENGINE MANUFACTURER ...
LYCGMING
FUEL IDENT.
JET-A HC RATIO C.161
DATA PCINT.
271116
PCQEL
ALF-502
FUEL FLGH PPH
373.: _.._•:
BELLMCUTh: AIR FLCW LE/SEC CORE AIRFLOW LB/SEC
65.7 9.3
... .PT3 PSIA . _ TT3. CEG..RANKINE. _
33.0
PT9 PSIA
14. £53
NET ThRLST LBS
400. 0
. . ACTUAL INLET PRESSURE...P.O
14.670
ACTUAL INLET TEMPERATURE
539.7
SPECIFIC RJPIDnY GRAINS
110.9
. - FILTER AREA .365 SI, .
CLEAN CK SMCKE NUMBER 0
SMCKE NUMFEP VOL.
0.0
C.C
2.3
4.5 .
GASEOUS EMISSIONS
FID
_ UHC
RANGE? 1
INSTR GAS TEMP 154.
. . RAW VALUE MV 141.
GAS CCNCEN FPM
-------
n
L...
ENGINE TEST DATA
GATE
C8/16/76 . -
INSTRUMENT OPERATOR
ERHARDT
ENGINE. MANUFACTURER
LYCOMING
FUEL IDENT.
JFT-A Hf RAJ TO ffl6l
8ELLMCLTH AIR FLOW LB/SEC .
67.1
PT3 PSIA . . _ _ ..
33.4
PT9 PSIA
NET THRLST LBS
415. C
. ACTUAL INLET .F.P,E.SSUR.E_.PO-P_S.
14.713
ACTUAL INLET TEMPERATURE TO
SPECIFIC HUMIDITY GRAINS/LB
62.4
.J-ILTER.' AREA ...385.....S.I
CLEAN CK SHCKE NUMBER 0
SMOKE NUMBER VOL. -LI
0.0
C.C
2.3
2.3
GASECLS EMISSIONS
FID
.._. _._.UHC
RANGE 2
INSTR GAS TEMP 153.
RAW VALLE NV . 15.1
GAS CCNCEN FPM(CI 120.3
GAS CONCEN PCT • C.0120
EMISSION INDEX 5.14
FUEL-AIR RATIO C.C114
CATA POINT
281107
ALF-502
FUEL FLCW PPH
CORE AIRFLCk LB/SEC
9.5
TT3 - DEC... RANK INE
701.2
TTS DEC RAKKINE
M RPM
10618.
JA ....
CEG. PANKUE
TEST CELL
TEST OPERATOR
TREMBLEY
SER.IAL NUMBER
LF02
KANIFQLC FUEL TEMP FAH
FUEL-AIR RATIO MEAS.
0.0110
EPR
2.27
N2 RPM
1835.
CRY AIR
TERS FLOW>CFI* PRESS. -PSIA TEMP. DEC. FAN
3.0 0,48 " 10-2Sfl 74..0_
4.0 0.46
7.C 0.48
11,0 C.4S
NDIR NOIR
. . CG -CC2_ _„
2 2
60. 60.
550.5 _.52.7.7.
486.3 22Q02.3
O.C4E6 2.28C2
41.7 2076.
io.2<;e 74.0
10.298 74.0
10.258 ..74.0
CHEMI CHEMI
.NO NOX ._
1 1
61. 61.
472.1 . .872.4
11.5 21.3
Q.C012 O.G021
1.6 3.0
281107
2811C7
281107
281107
281107
281107
281107
281107
281107
281107
281107
281107
281107
281107
281107
281107
281107
281107
281107
281107
281107
2811C7
281107
281107
281107
281107
281.107
281107
281107
281107
231107
281107
281107
281107
281107
281107
281107
281107
281107
281107
-------
TEST CATA
L.
L
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ENGINE TEST CATA
GATE
C8/16/76
INSTRUMENT OPERATOR
ERHARDT
. - ENG I NE. .M ANUF A CT.UR ER
LYCCMING .
FUEL I DENT.
JET-A hf RAT ID C»161
BELLSOUTH AIR FLCW LB/SEC
227.6
PT3 PSIA
146.1
PT9 PSIA
17.90?
CATA PCINT
2866C7
KODEI
ALF-502
FUEL FLCW PPH
CORE AIRFLCW LB/SEC
32.6
JTT2 DEG. RANKI.NE _
1122.8
TTS DEG RANKINE
NET THRLST LBS Ni PFM
5632.0 19038.
ACTUAL INLET PRESSURE FO PSIA . ^
ACTUAL INLET TENPERATURE TO
=523 .3
SPECIFIC HUMIDITY GRAIK'S/LB
61.5
FILTER AREA .^85 SI
DEC-. PANK1NE
DRY AIR
CLEAN CK SMOKE NUMBER 0
SMCKE NUMBER VCL. -LITERS FLCW-CFM PRESS
14,. <3 3.0 Q. 4R
22.4
27.6
C-ASEOL'S EMISSIONS
FID
UHC
RANGE 1
INSTR GAS TEMP 153.
. RAW VALLE MVi ..2.3 ...
GAS CCNCEN FPMICI 2.9
GAS CGNCEN PCT C.CCC3
_. EMISSION INCEX 0.07
FUEL-AIF PATIQ C.C2C8
4.0 G.48
7.0 0.48
11. Q - _ -Q.4B.
NDIP " NDIR
CO C02
1 2
51. 51.
113.2 8S 6.. 4
8.6 42412.6
0.0009 4.2413
C.4 3157.
TEST CELL
13
TEST OPERATOR
TREKBLEY
SERIAL NUMBER
LF02
NANIFCLC FUEL TEPP FAH
237.6
FUEL-AIR RATIO MEAS.
0.0196
EPR
-------
i
ENGINE TEST CATA
CATE CATA PCIKT
C8/16/76 ._. 28.7507
INSTRUMENT OPERATOR
ERHORBT
ENGINE MANUFACTURER .K.CDEL
LYCCMING ALF-502
NFUEL IDEM. FUEL FLCW PPH
JET-A.HC. RATIO G..161 1 __.1281. !___J
n
i
m
CM
LBS
8ELLMCLTH AIR FLCW LE/SEC
176.3
PT3 PSIA _. ..
102.7
! PT9 PSIA
! 16.158 I
NET THP.LST
3227.C
ACTUAL
1 14.677
ACTUAL
I _ 522.7
SPECIFIC
61.2
..FILTER .AREA...385 ...S I
CLEAN CK SMCKE NIJMEER 0
SMCKE NUMEEF VOL.-LITERS
_ 12.5 3..0-.
CGfiE AIPFLCH LB/SEC
25.3
__TT.2.DEG.-RAM
-------
o
I
ENGINE TEST DATA
CATE
Cfi/16/76 _ _;
INSTRUMENT OPERATOR
FRHARDT
... .ENGINE MANUFACTURER
LYCCMING
FUEL IDENT.
JFT-A f-r RATIP C,JM
BELLMCUTH AIR FLOW LE/SEC
164.8
FT 3 PS I A ._. .
94.9
PT9 PSIA
15.999
NET THRLST LBS
2819. C
r ACTUAL INLET .PRESSUR.E FQ. P.S
14.682
ACTUAL INLET TEKFEPATURE TO
322.4
SPECIFIC HLMICITY GRAINS/LB
61.1
FILTER AREA T^B5 51
DATA POINT
2B44C7
ALF-502
FUEL FLCW PPH
CORE AIRFLOW LB/SEC
23.9
TT a ne/* o A k i/ r K c
._-.„! I £ —Deli. - K Al\ K 1 l\ t ,
976.2
TT? DEC RANKINE
1301.0
M PPM
16EC2.
I A
CEG. PANKIKE
CRY AIR
CLEAN CK SN.CKE NUMBER 0 .
SMOKE NUMBER VOL.-LITERS FLCW-CFM PRES
10.9 -*.n c.50
14.9
18.7
29.2
GASEOUS EMISSIONS
FID
I LIKC
RANGE 1
INSTR GAS TEMP 154.
. . RAW VALL'E f.M _ 2.7 ...
GAS CCNCEN PPM«C» 2.7
GAS CCN'CEN FCT C.COC3
.._ EMISSICN INCEX 0.10.
FUEL-AIR RATIO C.0124
4.0 0.50
7.0 C.50
11.0 C.50
NDIR NDIR
rc rr?
1 2
51. 51.
_. 532. C 620.6 ..
49.6 27372.3
0.0050 2.7372
3.6 .3151.
TEST CELL
13 .
TEST1 OPERATOR
TREPBLEY
SERIAL -NUMBER _
LF02
MANIFOLD FUEL TEMP FAH
227.0
FUEL-MR RATIO MEAS.
0.0132
EPR
N2 PPM
4435.
S.-PSH TEMP. DEC. FAH
1C.2SE 74. C
10.298 74.0
1C. 2? 8 . _ .-74.0 --
CHEMI CHEMI
NO. ... . NOX .
2 2
60. 60.
. 467.2 .537.9
49.3 56.8
O.OC49 0.0057
5.9 6.B ._
284407
284407
284407
284407
284407
284407
284407
284407
284407
284407
284407
284407
2844C7
284407
284407
284407
284407
284407
2844C7
284407
284407
284407
284407
284407
284407
284407
284-407
284407
284407
2844.07
284407
284407
284407
284407
284407
.284407
284407
284407
284407
234407
-------
n
i
Ul
ENGINE TEST CATA
GATE
.. . C 8/1 6/7 6 ....__ _ -
INSTPUMEr^T CPERATGP
CRHAROT
.. ENGINE MANUFACTURER
LYCGMING
FUEL IDENT.
__ JET.-A.hC .RATIO 0..161 . _ _.
RELLMCLTh AIR FLCW L8/SEC
134. 3
PT3 PSIA
73.2
PT9 PSIA
15.503 . .
NET THRUST LBS
1806.0
/.CTUAL INLET .PRESSURE. RC.PS
14.689
ACTUAL INLET TENFEPATURE TO
L S22.8
SPECIFIC HIMIOI1Y GRAINS/LB
62.5
FILTER AREA .385 SI .. _. , ..
CLEAN CK SMCKE hUMBEP 0
SMOKE NUMPEP VOL. -LI
4.5
a. e
10.9
16. a
GASEOUS EMISSIONS
FID
UHC
RANGE 1
INSTR GAS TEMP 154.
RAfc VALLE K\l 13.4.. .
GAS CCNCEN PPM(CJ 11.0
GAS CCNCEN FCT C.CC11
.. . EMISSION INDEX _ . 0.48
. FUEL-AIR PATIO c.cii2
DATA PCINT
.. 2823C7 _.
KODEI _ _
ALF-502
FUEL FLCW PPH
COPE AIRFLCW LB/SEI
19.4
.. .-T.T2- DEG...RANKINE--
905.2
TT9 OEG RANKING
. -12C3.0 ... ._.
M RFN
15466.
CFG. FAMINE
DRY AIR
TERS FLOW-CFM PRE
•».rr\ C.^o
4.G C. 50
7.0 0.50
11.. 0 Q..4.8 ..
NOIR NCIR
rr rnr?
2 2
56. 56.
- .301.1 530. .9 .
123.6 22880.3
O.C124 2.2860
.. _ 1C.8 3139. . ..
TEST CELL
TEST OPERATOR
TREMBLEY
.....SERIAL. NUMBER _
LFQ2
MANIFCLC FUEL TEMP FAH
214.9
: FUEL-AIR RATIO KEAS.
0.0111
EPR
N2 RPM
3619.
5S.-PSIA TEMP. OEG. FAH
10.299 73.0
10.299 73.0
__10.29 .9 _. 73.0
CHENI CHEMI
NO NOX
2 2
60. 60.
.298.9 379.8
31.5 40.1
C.OQ32 O.C040
4.5 . . .5.8 -
2833C7
283307
283307
283307
283307
283307
2833C7
283307
283307
2833C7
283307
283307
283307
283307
283307
2833C7
283307
2 833 C 7
2833C7
2833C7
283307
283307
283307
283307
283307
283307
2833C7
283307
2833C7
2833C7
283307
2833C7
283307
283307
283307
283307
283307
283307
283307
283307
-------
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I
un
(Ji
L
ENGINE TEST CAT*
CATE
C8/16/76
INSTRUMENT CFEPATCP
ERHARDT
ENGINE. MANUFACTURER
LYCCMING
FUEL IDENT.
JFT-A Hf RAT in C.I61
BELLMCUTH AIR FtCW LB/SEC
81.2
FT 3 PS I A . . __
39. 9
FT9 PSIA
14.986
NET THRUST IBS
608.0
ACTUAL INLET..FRESSLRE.FO P.S
14.714
ACTUAL INLET TEfPEPATURE TO
522.9
SPECIFIC HUMIOITY GRAIN5/L8
.63.3
FHTFR ARFA .•»$? 5!
DATA POINT
?fi??C7
ALF-502
FUEL FLCh PPH
•4*5.
COPE AIRFLCM LB/SEC
11.4
_ TT3. CEG..-RA1SKINE
740.1
TT5 OEG RANK IKE
1 215.5
M PFM
12C52.
I A.... ..
DEC. RANKIKE
CRY AIR
CLEAN CK SMOKE NUMBER 0
SMCKE NUMEEP VOL. -LITERS FLCW-CF* PRESS
2.3 ^-0 0-4fl
2.3
4.5
. . 6.7_.
GASEOUS EMISSION'S
FID
. . .._UHC
RANGE 1
INSTR GAS TEMP 154.
RAW VALUE V\l . ... 54.4...
GAS CGNCEN PPM 1C) 73.4
GAS CGNCEN PCT C.CC73
EMISSICN INCEX 3.19
FUEL-MR RA7IC C.0112
4.0 C.50
7.0 0.50
11..0_ 0 ..5 C...
NOIR NDIR
. .. CO C.C.2....
2 2
58. 56.
.. .765.9 . ..._ E22.S
385.6 22537.5
O.C2£6 2.2537
33.7 3GS4.
TEST CELL
13 - -
TEST OPERATOR
TREMBLEY
SERIAL. NUMBER _ ...
LF02
FANIFCLO FUEL TENP FAH
170.0
FUEL-AIR RATIO MEAS.
C.0108
EPR
-2...TL-.. .
N2 PPV
2157.
.-PSIA TEMP, OEG. FAN
10.2?8 72.0
10.2tE 72.0
10.296 72.0
10.258 . 72..0 -
CHEMI CHEMI
NO . . NCX . .
1 1
60. 60.
S54.8 .. _974.2 ...
13.8 24.0
C.G014 0.0024
2.0 . . 3.4 .
282207
282207
282207
282207
282207
282207
2822C7
282207
282207
282207
282207
2822C7
282207
282207
282207
282207
282207
2622C7
282207
2822C7
282207
2822C7
282207
282207
282207
282207
.282207
2822C7
2822C7
282207
282207
2822C7
282207
282207
282207
282207
282207
282207
282207
282207
I SMCK
-------
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Ul
ENGINE TEST CATA
TATE
C8/16/76
INSTRUMENT OPERATOR
EP.HARCT
ENGINE MANUFACTURER .
LYCCMING
FUEL IDENT.
JE T.-A. .HC ._RA T. IO._0 .161
BELLMCUTH AIR FLOW LE/SEC
65.8
PT3 PSIA
32.4
PT9 PSIA
14.888 . _...
NET THRI.ST LBS
391.0
ACTUAL INLET PRESSURE. FG..
14.712
ACTUAL
.523.0_
SPECIFIC
£3.3
FILTER AREA ..365.-..S.I
CLEAN GK SMCKE NUMBER 0
DATA POINT
.281117
, . . . MODEL.
ALF-502
FUEL FLOW PPH
3 6 5 .
CORE AIRFLOW LB/SEC
9.1
TT.3 DEG. RANKIKE. _..
69C.6
TT9 DEG RANKIN'E
1240. 6
Nl RFM
10552.
PSIA , _...
TEST CELL
13 ...
TEST OPERATOR
TREMBLEY
.SERIAL .NUMBER
LF02
PANIFCLC FUEL TEMP FAH
FUEL-AIR RATIO MEAS.
0.0112
EPR
2.20
N2 RPM
1771.
INLET TEMPERATURE TD CEG. RANKINE
I-U^IOITY GRAINS/LB CRY AIR
SMOKE NUMEEF
. Q.C
o.c
2.3
- . . 2. 1 . . .
GASEOUS ENISSKNS
RANGE
INSTR GAS TEMF
. PAU VALLE MV
GAS CCNCEN FPM(C)
GAS CCNCEN PCT
EMISSION INCEX
FUEL-AIS RMIC
VOL. -LITERS FLGW-CFM PRESS. -PSIA TEMP. DEG
^0 0.50 in.?qq
FID
..UHC. ....
2
154.
15.6
121.7
C.0122
5.23
C . 0 1 1 3
4.C
7.0
n.c
NDIR
CO..- . .
2
58.
492.4
O.C492
... 42.5 .
C.5C
0.48
C.4S
NCIR
....CO 2
2
58.
. 527.7
22669.2
2.2669
.3C74.
1C. 299
10.299
10.299
CHEMI
......NO
1
60.
447.1
11.3
0.0011
1.6
CHEMI
.._....NGX .
1
60.
857.4
21.
O.C021
.. 3.0.
.FAH
-72.0-
72.0
72.0
.72.0
4
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
281117
231117
281117
281117
231117
281117
-------
TECHNICAL REPORT DATA
ftlau itmt Inunction on tnt man or/or* eomglniaa
EPA-460/3/-77-017
3. HtCJPIINTI ACCUSION NO.
* TITU A»O SuaTITh*
Determination of the Effects of Ambient
Conditions on Aircraft Engine Emissions
ALF 502 Combuator Rig and Engine Verification Test
•. MWORT OAT*
June, 1977
hMRFOHWINa ORGANIZATION COO*
7.AUTHOHI91
ORGANIZATION R€PORT NO.
H.F. Trembley, Jr.
Lye 77-54
tPVAPORUIMC ORGANIZATION NAM* AMD AOORU3
Avco Lycaming Division
Stratford, Connecticut 06497
IdLPRQQRAM • UMiNTNO.
11. CONTHACT7GWANTNO.
68-03-2383
li. voNSOMina ACINCV NAM* AND AOOMISS
U.' S." EjivirouinentaJ. Protection Agency
Office of Air and Water Management
Office or Mobile Source Air Pollution C oner pi
Emission Control Tech. Div., Ann Arbor, MI 48105
11 rvn af a*raHT AMO fBflioo COVIRIO
Final Mar 1976-Jan 1977
14.S»OMaORIN0 AGENCY COOl
A program was conducted by Avco Lycaming Engine Croup under
Contract No. 68-03-2383 with the Evironmental Protection Agency
for the purpose of determining the effects of ambient temperature,
humidity, and pressure on the emissions of hydrocarbons, carbon
monoxide, oxides of nitrogen, and smoke. The approach in-
volved the performance of two tasks. Task I was to gather data
through Lyccming ALF 502 c embus tor rig testing under controlled
simulated inlet conditions; Task II was to test a full-scale ALF
502 engine over a range of uncontrolled ambient conditions to
verify die rig test data: These data will be part of a data base
collected by the EPA for the development of correction factors
for gas turbine engine emissions.
17.
ICIV WORDS AND OOCUMCNT ANALYSIS
OMCmrrofts
b.tOlNTI»HM/OPtN (NOIO TtHMS
c. caSATi FuM/Ccaup
Aircraft
Air Pollution
Gas Turbines
Emission Measurement Procedures
Combustor Rig Testing
!•, OISTRICUTION STATtMKNT
Release Unlimited
19. J1CURITV
CJnclassitied
3t.HO.ar
aa UCURITY rL«n i
Unclassified
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