EPA-460/3-76-009-a
March 1976
DETERMINATION
OF EFFECTS
OF AMBIENT CONDITIONS
ON AIRCRAFT ENGINE
EMISSIONS
ENGINE TESTING -
GTCP 85 APU,
TPE 331 TURBOPROP
VOLUME 1
I .S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Waste Management
Office of Mobile Source Air Pollution Control
Kniissiou Control Technology Division
Ann Arbor. Michigan UilO5
-------
EPA-460/3-76-009-a
DETERMINATION OF EFFECTS
OF AMBIENT CONDITIONS
ON AIRCRAFT ENGINE EMISSIONS
ENGINE TESTING -
GTCP 85 APU, TPE 331 TURBOPROP
VOLUME 1
by
G.A. Slopar
AiResearch Manufacturing (Company of Arizona
A Division of The (Barrett Corporation
402 South 36th Street
Phoenix. Ari/ona 85034
Contract No. 68-03-2156
EPA Project Officer: Gary Austin
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
March 1976
-------
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 - as supplies permit - from the Air Pollution Technical Information
Center, Environmental Protection Agency, 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 AiResearch
Manufacturing Company of Arizona, Phoenix, Arizona 85034, in fulfillment
of .Contract No. 68-03-2156. The contents of this report are reproduced
herein as received from AiResearch Manufacturing Company of Arizona.
The opinions, findings, and conclusions expressed are those of the
author and not necessarily those of the Environmental Protection Agency.
Mention of company or product names is not to be considered as an endorsement
by the Environmental Protection Agency.
Publication No. EPA-460/3-76-009-a
-------
TABLE OF CONTENTS
Page
1.0 INTRODUCTION AND SUMMARY 1-1
1.1 Introduction 1-1
1.2 Summary 1-2
2.0 TEST ENGINES DESCRIPTION 2-1
2.1 Candidate Combustion System 2-2
2.2 Engine Models Compared with 1979 Federal 2-2
Emissions Standards
3.0 TEST FACILITY AND EQUIPMENT 3-1
3.1 Large Altitude Cold Chamber Test Facility 3-1
3.1.1 Test Chamber Pressure Limitiation 3-8
3.1.2 Humidity Control Considerations 3-12
3.2 Combustion Rig Test Facility 3-20
3.3 Gaseous Emission Analyzing Equipment 3-25
3.4 Particulate Emission Analysis Equipment 3-30
4.0 DESCRIPTION OF TEST 4-1
4.1 GTCP85-98CK APU Engine Testing 4-1
4.2 TPE331 Turboprop Combustion Rig Testing 4-21
4.3 TPE331 Turboprop Engine Testing 4-30
4.3.1 TPE331-3U-303 Engine Test Installation 4-30
4.3.2 TPE331-5-251M Engine Test Installation 4-35
4.4 Emissions Data Reduction 4-46
4.5 Emissions Sampling Probe 4-61
4.6 Sampling Transport Time 4-63
5.0 DISCUSSION AND ANALYSIS OF-TEST RESULTS 5-1
5.1 GTCP-98CK APU 5-1
5.2 TPE331 Combustor Rig Testing 5-13
5.2.1 Combustor Rig Testing at 840 Horsepower 5-13
5.2.2 Combustor Rig Testing at 706 Horsepower 5-19
5.3 TPE331 Turboprop Engine Testing 5-25
Page i
-------
TABLE OF CONTENTS (CONTD)
Page
6.0 CONCLUSIONS AND RECOMMENDATIONS 6-1
6.1 Conclusions 6-1
6.1.1 Gaseous Emissions Sample Transport Time 6-1
6.1.2 APU Engine Testing 6-1
6.1.3 TPE331 Combustor Rig Testing 6-2
6.1.4 TPE331 Turboprop Engine Testing 6-3
6.2 Recommendations 6-4
APPENDICES I, II, and III
Page ii
-------
ACKNOWLEDGMENTS
This report was prepared by the AiResearch Manufacturing Company
of Arizona, A Division of The Garrett Corporation, under EPA Contract
Number 68-03-2156.
The program period of performance was December 20, 1974 through
December 20, 1975, and the AiResearch Project Engineer was Peter E.
Matuschak. Gerrick A. Slogar was the Principal Investigator and was
responsible for all engine tests and emissions data acquisition.
All tests with GTCP85 and TPE331 Engines were run at the
AiResearch Test Facilities in Phoenix, Arizona. Processed data was
transmitted to Paul Donovan of Calspan Corporation for statistical
analysis. H. T. McAdams of Calspan, and Erin L. Peterson of AiResearch,
assisted in establishing data handling procedures that allowed taped
data to be transferred between AiResearch CDC 6400 and Calspan IBM
370/168 computers.
The EPA Project Officer was Gary Austin. His technical direction
and assistance during the program provided significant contribution.
Page iii
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BRITISH ENGINEERING TO INTERNATIONAL SYSTEM OP UNITS (SI)
CONVERSION FACTORS
Power
0.7457
Torque
1.356
N»m
Ib ft
Pressure
3.3768
n7 Hg (60°F)
0.2488
kPa
in. H0 (60°F)
Flow-rate
6.895
0.4536
psi
kg/hr
Ib/hr
7oc
/OD
litre/hr
gal/hr (U.S. liquid)
Length
0.3048 ~
Page iv
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DETERMINATION OF EFFECTS
OF AMBIENT CONDITIONS
ON AIRCRAFT ENGINE EMISSIONS
ENGINE TESTING -
GTCP85 APU, TPE331 TURBOPROP
1.0 INTRODUCTION AND SUMMARY
1.1 Introduction
The investigation reported herein was performed by AiResearch
Manufacturing Company of Arizona, a Division of The Garrett Corporation,
to determine the effect of ambient conditions on aircraft engine
emissions under Contract 68-03-2156 for the Environmental Protection
Agency, Emission Control Technology Division, Ann Arbor, Michigan.
The purpose of this program was to measure exhaust emissions of
hydrocarbons, carbon monoxide, smoke, and oxides of nitrogen from an
AiResearch Turboprop Engine Model TPE331, and a Gas Turbine Auxiliary
Power Unit (APU) GTCP85, when tested under controlled ambient condi-
tions of humidity, temperature, and pressure. Initially the test
program was 8 months. A supplemental program was subsequently added
to investigate the turboprop engine fuel management system modifica-
tions required to meet 1979 EPA aircraft engine emissions standards,
and the program was extended to 12 months.
Ultimate application of the data generated in this program will
be a specification of correction factors for the effect of ambient
conditions on small gas turbine engine exhaust emissions. Definition
of these correction factors by Calspan Corporation may eliminate the
requirement for controlled-environment testing of a given production
engine to determine compliance with the 1979 EPA Aircraft and Air-
craft Engine Emissions Standards, after the humidity/emissions re-
lationship is characterized for that particular engine type or model.
Page 1-1
-------
Therefore, all data gathered during this program was transmitted
to the Calspan Corporation, Buffalo, New York, where the data was
subjected to statistical analysis to assist in deriving an empirical
correlation between variations in ambient conditions and exhaust emis-
sions for each candidate test engine.
1.2 Summary
AiResearch completed all emissions measurements for the produc-
tion gas turbine engines specified in Table 1-1, over the combination
of controlled ambient test conditions, specified in Table 1-2. The
exact power conditions tested for each gas turbine engine was con-
trolled by operating temperature limitations that were dependent on
engine inlet ambient conditions. The resultant computer output data
reduction runs obtained during this program is presented in Volume 2
of this report.
TABLE 1-1
Engine Maximum Pressure
Type Engine Model Power Level Ratio
Turboprop TPE331-3U-303 626 kw 10.6
TPE331-5-251M (840 shp)
APU GTCP85-98CK 216 kw 3.6
(290 eshp)
Testing was conducted chronologically as follows:
(a) GTCP85-98CK APU engine testing
(b) TPE331-3U-303 turboprop combustor rig testing
(1) To verify 840 shp//?5 engine maximum rated
condition compliance to the EPA 1979 Aircraft
Engine Emissions Standards using primary fuel
atomizers only during engine idle operation
Page 1-2
-------
(2) To compare combustor performance using normal
TPE331 fuel delivery system (5 primary and 10
secondary fuel atomizers sequenced and activated)
and "primary fuel atomizer only" operation
(3) To verify satisfactory combustor performance
at a 706 shp//66 maximum derated power condition
with secondary atomizers activated over the range
of 7 engine load conditions to ensure safe subse-
quent engine testing
(4) Repeat of (3) above without secondary fuel
atomizers
(c) TPE331 turboprop engine testing
The emissions data generated during this program was transmitted
to the Calspan Corporation, Buffalo, New York, in a format suitable
for statistical analysis. AiResearch performed no statistical analyti-
cal work on the data other than verifying that the data contained no
errors.
Photographs of the two production engine types used during this
program are shown in Figure 1-1.
The engine inlet ambient test conditions for both of the engines
are shown in Table 1-2.
Turboprop engine emissions, for each engine inlet ambient condi-
tion, were measured for gaseous and particulate emissions of the
following range of representative power settings:
Page 1-3
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TABLE JL-2
AMBIENT TEST CONDITIONS
Test
Point
1
2 '
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Temperature
°C
-7.0
-7.0
4.0
4.0
15.0
15.0
15.0
15.0
33.0
33.0
33.0
33.0
15.0
15.0
15.0
15.0
OF
19
19
39
39
59
59
59
59
91
91
91
91
59
59
59
59
Humidity
Grains I^O/
Kilogram Air
1.0
2.0
2.0
5.0
2.0
5.0
7.5
10.0
10.0
15.0
20.0
25.0
7.5
7.5
7.5
7.5
Grains H20/
Pound Air
7.0
14.0
14.0
35.0
14.0
35.0
52.5
70.0
70.0
105.0
140.0
175.0
52.5
52.5
52.5
52.5
Barometric Pressure
Mm Hg
I
Inches Hg
i
Hold constant at
standard condition as
specified in
the Unit-
ed States Standard
Atmosphere, 1962 for
the test cell altitude.
580
650
740
500
22
25
29
19
.83
.98
.13
.69
Page 1-4
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TURBOPROP
TPE331
85 SERIES
FIGURE 1-1
Page 1-5
MP-42517
-------
(a) Idle (5-percent power)
(b) 1.5 times idle
(c) 2.0 times idle
(d) Climb-out (90-percent power)
(e) Approach (30-percent power)
(f) Take-off (100-percent power)
(g) Cruise-intermediate (70-percent power)
APU engine emissions, for each engine inlet ambient condition,
were measured for gaseous and particulate emissions over the follow-
ing range of representative power settings:
(a) Idle
(b) Shaft power only
(c) Rated shaft power
(d) Bleed-air load only
(e) Combination load
Combustion rig testing, of an idle operation mode, where only
the primary fuel atomizers are employed, indicated this system would
enable the turboprop engine to meet 1979 aircraft engine emissions
standards without adversely affecting engine performance and service
life parameters.
Page 1-6
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2.0 TEST ENGINES DESCRIPTION
The GTCP85 Series pneumatic and shaft power gas turbine engine is
designed for ground and on-board aircraft auxiliary power. The single-
shaft engine provides mechanical shaft power driving aircraft acces-
sories such as an alternator when airborne, provides pneumatic bleed-air
power for starting main aircraft engines and for aircraft cabin air-
conditioning when on the ground, and provides cooling air for engine
lubricating oil and for the engine enclosure at all times. Typical
aircraft applications for the 85 Series APUs include the Boeing 727
and 737 and the Douglas DC-9 commercial jetliners.
Physical and operational characteristics of the GTCP85 series
pneumatic and shaft power gas turbine engine are listed in the speci-
fication data sheet following this section.
The TPE331 series turboprop is a single-shaft gas turbine engine
that operates at essentially constant rotor speed over a range of flight
power settings. At ground idle and taxi, however, operation is reduced
to 65 percent of rated engine speed to minimize noise and fuel consump-
tion. Taxi-idle power is 5 percent of the takeoff rating. Accordingly,
for purposes of this emission measurement program the; idle, 1.5 times
idle, and 2 times idle, test conditions were performed at 65 percent
rated engine rpra. All other power settings were operated at 100 per-
cent rated speed. In conformance with EPA emission standards for P2
Class (turboprop) aircraft engines, the power settings for approach,
climbout, and takeoff, are at 30, 90 and 100 percent of rated shaft
horsepower. The turboprop engine cruise condition is limited by ex-
haust gas temperature and varies as a function of altitude, ambient
temperature, and flight speed. As related to static test conditions,
cruise power would be 85 percent of the takeoff-power rating. An
intermediate power setting of approximately 70 percent of rated
takeoff-power was selected as the cruise operating condition. The
normal cruise setting is only 5 percent less power than climbout and
the intermediate power setting provided a more favorable test point
distribution for data interpolation.
Page 2-1
-------
The TPE331 is the prime propulsion engine for business aircraft
such as the Turbo Commander 690, and Swearingen Metro Liner. Physical
and operational characteristics of the TPE331 series turboprop engine
are listed in the Specification Data Sheet at the end of this section.
2.1 Candidate Combustion System
Test engines utilized in this program employ two different com-
bustion systems. The two combustor types are illustrated in Figure
2-1. The APU combustion system consists of a single-can combustor
with a dual orifice fuel injector, oriented tangentially relative to
the engine axis. This is a typical combustor configuration for the
200-350 eshp size APU.
The turboprop combustor system, commonly used for engines in the
500 to 1000 eshp range, is a reverse-flow annular configuration. The
fuel injection system is composed of 5 radial start and 10 axial main
simplex fuel injectors staged through a single flow divider.
These variations .in combustor aerodynamics and fuel introduction
are reflected in resulting experimental data and typify a broad range
of applications.
2.2 Engine Models Compared with 1979 Emissions Standards
Table 2-1 illustrates current emission levels of the engines
tested under this program. The table shows that neither engine cur-
rently meets Federal Standards. The turboprop engine, however, has
demonstrated the capability of meeting 1979 Standards, with minor mod-
ifications. Operation of the TPE331 at idle on primary atomizers
alone will reduce the carbon monoxide and hydrocarbon emissions suffi-
ciently to allow compliance as shown in Figure 2-2. During this emis-
sions measurement program the TPE331 was tested in this manner to de-
termine whether variations in ambient conditions will reflect emission
levels equal to or less than specified standards.
Page 2-2
-------
GTCP85 SERIES
COBIUSIOICU .CM.TVn COHIUSTOI
(D
(VJ
CO
CAN-TYPE COMBUSTOR
VEHICULAR, AIRCRAFT APU AND INDUSTRIAL GAS TURBINES
TANGENTIAL AIR DELIVERY
'FUII ATOMIZER (DUAL ORIFICE)
INJECTION PLANE OF (5)
PRIMARY START ATOMIZERS
(10) MAIN SECONDARY
POSITIONED AXIALLY
TPE331 SERIES
REVERSE-FLOW ANNULAR COMBUSTOR
INDUSTRIAL, MARINE, AIRCRAFT PROPULSION
AND APU
CANDIDATE AIRESEARCH COMBUSTION SYSTEMS
FIGURE 2-1
-------
TABLE 2-1
COMPARISON OF CANDIDATE ENGINE MODEL
EXHAUST EMISSIONS WITH
1979 AIRCRAFT AND AIRCRAFT
ENGINE EMISSION STANDARDS
TPE331 - Turboprop Class P2
1979 Standard
Current
Production
Units
LB/1000 HP-HR/LTO
HC
4.9
39-103
CO
26.8
34-58
NOX
12.9
6.2-9.9
Smoke
Number
46-50
15-25
GTCP85 APU
1979 Standard
Current
Production
Units
LB/1000 HP-HR
HC
0.4
0.1-0.6
CO
5.0
6.7-8.5
NOX
3.0
.5.4-6.2
Smoke
Number
None
Page 2-4
-------
TPE331 -5-251 TURBOPROP (CLASS P2)
TAXI-IDLE AT 5 PERCENT RATED TAKE-OFF POWER AND 65 PERCENT
RATED RPM
NOTE:
(D
to
I
in
ULJ
_J
o
o
o
cc
LU
O.
Q_
X
o
o
o
T—
m
50TF=i
40-
ALSO RESULTS IN A 5 PERCENT DECREASE IN FUEL
CONSUMPTION OVER LTO CYCLE DUE TO IMPROVED
EFFICIENCY.
20-
10-
^•M
771
—
O NORMAL OPERATION
^ TAXI-IDLE OPERATION WITH
PRIMARY ATOMIZERS
TAXI-IDLE ON PRIMARY ATOMIZERS
MFFTS 1979 FPA STANDARD FOR
^ f—ra TURBOPROP (P2)
^ 1 M
HC
CO
NO
EFFECT OF OPERATION ON PRIMARY ATOMIZERS
DURING TAXI-IDLE
FIGURE 2-2
-------
GTCP85-98CK
ISSUED 8-1-71
3.2IN.
MOUNT
PAD
26.3 IN
MOUNT
PADS
9.1 IN.
-42.6 IN.
281 LBS MAX
/ INCLUDES \ 281 LE
(^ACCESSORIES) (DRY)
53.1 SQ. IN.
-MOUNT
PAD
9.4 IN. x 14.9 IN.
14O.1 SQ. IN.
PERFORMANCE DATA AND
LEADING PARTICULARS:
MIL-T-5624, JP-4 & JP-5; D1655-66T,
TYPES A, B, & A-1
MIL-L-7808,MIL-L-23699,AND OTHER
AIRESEARCH APPROVED LUBRICANTS PER
REPORT GT-7800-R
AND2OOO6, TYPE XVI-B
) PERCENT CONTINUOUS 1OAO
CW (FACING PAD)
6,000 RPM
1150°F
40,700 RPM (FULL LOAD)
RATING: (FOR INDICATED APPLICATION)
1OO°F SEA LEVEL
(CD 128 LB PER MIN
(2) 111 LB PER MIN
(CO 428 ±26°F IC3> 91 LB PER MIN |(1) 96.7 IN.Hfl
U2) 434±26°F (2) 1O1.4 IN.Hg ABS
[(3) 443 ±26°F ^(3) 1O6.9 IN Hgs ABS
<2)60R<
1(3)100
SEE RATINGS ABOVE
SPECIFICATION DATA:
38O678-1-2
SC-6011A
FAA TSO-C77. CAT. II
CLASS C AND MIL-P-8686
BOEING 727-2OO
t,,, UNIT INLtT TOTAL ItWPtlftlUII. I
MS 14O6-46
-------
GTCP 85-98CK
STANDARD FEATURES:
TWO-STAGE CENTRIFUGAL COMPRESSOR
SINGLE-STAGE RADIAL INFLOW TURBINE
AUTOMATIC CONTROL SYSTEM
OVERSPEED SHUTDOWN PROVISIONS
TURBINE WHEEL CONTAINMENT
SPEED CONTROL WITHIN ±O.5% AT ANY
STEADY-STATE CONDITION WITHIN 1.O
SECONDS AFTER LOAD CHANGE
SPEED CONTROL WITHIN 1.5% FROM
NO-LOAD TO FULL LOAD AND FROM
FULL LOAD TO NO-LOAD
DRY-SUMP OIL SCAVENGE SYSTEM
PROVISIONS FOR OIL AND FUEL PRESSURE
SENSING LINES
COOLING AIR AVAILABLE FOR DRIVEN
EQUIPMENT
SHAFT POWER OUTPUT PRIORITY
ACCELERATION LIMITING CONTROL
EXHAUST OVERTEMPERATURE CONTROL
TACHOMETER OUTPUT DRIVE PAD
PROVIDES EGT SIGNAL
PROVIDES OIL TEMPERATURE SIGNAL
SINGLE CAN COMBUSTOR
OPERATING ATTITUDE: ZERO TO 2O-DEGREES
POSITIVE OR NEGATIVE DISPLACEMENT
TO EITHER SIDE WITH 10-DEGREES
POSITIVE OR NEGATIVE DISPLACEMENT
OF THE FORE-AND-AFT AXIS ,OR
ZERO TO 20-DEGREES POSITIVE OR NEGATIVE
DISPLACEMENT OF THE FORE-AND-AFT AXIS WITH
10-DEGREES POSITIVE OR NEGATIVE DISPLACEMENT
TO EITHER SIDE
STANDARD ACCESSORIES: UN^T WEIGHT)
FUEL FILTER, PUMP, CONTROL, AND SOLENOID
IGNITION PLUG
OIL PRESSURE SWITCH
CHROMEL-ALUMEL EGT THERMOCOUPLE
D-C ELECTRIC STARTER
OIL FILTER
CENTRIFUGAL THREE-SPEED SWITCH WITH OVERSPEED
SAFETY SWITCH
HOURMETER
OIL TEMPERATURE BULB
OIL PUMP
OIL COOLER AND COOLING FAN
SINGLE THERMOSTAT SYSTEM
OPTIDNALS:
OIL TANK
OIL TANK LINES
PRIMARY FUEL FILTER
FINE SPEED CONTROL WITH
IN ±0.25% FROM NO-LOAD
TO FULL LOAD AND FROM
FULL LOAD TO NO-LOAD
ASPIRATOR DUCT
BRACKETS FOR CONTROLS
IGNITION LEAD
IGNITION COIL
BLEED AIR LOAD CONTROL
VALVE
AIR PRESSURE REGULATOR
CAN BE ADDED WITHOUT
CHANGING THE BASIC ENGINE
CUSTOMER INSTALLATION CONSIDERATIONS:
FUEL REQUIREMENTS:
Pressure-
ELECTRICAL REQUIREMENTS:
5-PSI ABOVE TRUE VAPOR
PRESSURE TO 2O PSIG MAX
Starting- INFINITE 28 VOLT D-C
OR EQUIVALENT
BUS
Flow - 30O LB PER
HOUR MAX @ 1OO°F
INLET AIR TEMP. &
FULL LOAD
Operation— SAME
OPERATING ENVIRONMENTS:
Temperature •
COMPRESSOR INLET: MINUS 40°F TO PLUS 130°F
LIMITING ZONE:16O°F MAXIMUM SURROUNDING AIR
Altitude- START AND OPERATE TO 14.0OO FEET
•INSTALLATION CHARACTERISTICS WILL MODIFY STATED PERFORMANCE
-------
GARRETT/AI RESEARCH
TPE 331
•251
1/75
APRIL 1970
POWER
OUTPUT
R.P.M.
SHAFT H.P.: 715*
THRUST (LBS.): 152
E.S.H.P.: 776
GAS GEN.: 41,730
SHAFT OUTPUT: 2000'*
ROTATION: cw FROM REAR
WEIGHT: 360 LBS.
PRW./WT. RATIO: 1.99
PRESS. RATIO: 10 37
AIRFLOW: 7.75 LB/SEC
T.I.T.: 1840°F
FUEL: JET A, JET B, JET A-1,
JP-1, JP-4, JP-5
OIL: MIL-L-23699A, MIL-L-7808D,
MIL-L-007808F
ELECTRICAL: 24 VDC
16.2 AMP
S.F.C. (STD. DAY): 0.626 LB/SHP/HR I.T.T. TEMP.: 1693°F SPECIFICATION NO.: SC-8006
"THIS ENGINE IS A MATCH-UP OF THE 840 SHP POWER SECTION AND 715SHP GEAR BOX. THERMODYNAMIC PERFORMANCE;
840 SHP AND 904 ESHP. "'OPTIONAL 1 591 R.P.M.
FRONT
MOUNT
FRONT
MOUNT
FUEL
MANIFOLDS
ACCESSORY CASE
21.62
REAR
MOUNT
7.2
(TYP)
AIRESEARCH MANUFACTURING COMPANY OF ARIZONA 402 S. 36TH ST., P.O. BOX 5217, PHOENIX, ARIZONA 85010
MS 2124-6
-------
TPE 331-251
START CAPABILITY:
S.L.-- 20,000 FT.
-40°F +125°F
OPERATIONAL LIMITS: S.L.--35.000 FT.
-65°F
+125°F
COMPRESSOR BLEED:
10% (MAX.)
3 300
10,000 15.000 20.000
ALTITUDE
n.mitt 30.000
10,000 15,000 20.000
ALTITUDE
25.000
30.000
ACCESSORY DRIVES
MOUNTING PADS
STARTER OR
STARTER
GENERATOR
PROPELLER
GOVERNOR
AIRCRAFT
ACCESSORY
TACHOMETER
GENERATOR
PROP PITCH
CONTROL
^^^
NOMINAL USE
AIRCRAFT
ACCESSORY
STARTER OR
STARTER-
GENERATOR OR
ALTERNATOR
TACHOMETER-
GENERATOR
PROPELLER
GOVERNOR
PROPELLER
^ PITCH CONTROL
TYPE OF
DRIVE
(ONE EACH)
AN 020001
TYPE XI-B
(MODIFIED)
AND20002
TYPE XII-D
(MODIFIED)
AND20005
TYPE XV-B
(MODIFIED)
AND20010
TYPE XX A
(MODIFIED)
AND DRIVE
MODIFICATIONS
ROTATION AND R.P.M.
R.P.M., Tc. T0, AND
STUD PATTERN
ROTATED 30 DEC.
SHORTER STUDS AND
THREAD LENGTHS
R.P.M.. STUD LENGTH
AND NEGATIVE
TOROUESYSTEM
SUPPLY PORT
MOUNTING PAD PROVIDED
ROTATION
FACING
DRIVE PAD
ANDfl.P.M.
ccw
3969
CW
10.887
CW
4187
CW
17S4
MAXIMUM TORQUE
IIB.-IN.I
CONTINUOUS
250
300
7
125
OVERLOAD
37E
GOO
"
188
STATIC
1650
2200
50
825
NONE
^^
OVERHUNG
MOMENT
UB IN.)
125
no
25
125
30
^
GEARBOX, COMPRESSOR, AND TURBINE SECTIONS;
AND TURBINE EXHAUST DIFFUSER.
FUEL PUMPS, FILTER, FUEL-CONTROL UNIT, FUEL
SHUTOFF VALVE, AND FUEL ANTI-ICE HEATING
SYSTEM EXCLUDING OIL-TO-FUEL HEAT EXCHANGER
(FUEL HEATER).
DUAL IGNITION SYSTEM, EXCLUDING POWER SOURCE
AND ACCESSORY ELECTRICAL Wl RING.
PROPELLER FLANGE (SEE INSTALLATIONS DRAWING)
AND ACCESSORY DRIVES.
INTERSTAGE TURBINE TEMPERATURE-SENSING
SYSTEM.
LUBRICATION SYSTEM, EXCLUSIVE OF OPTIONAL
OIL TANK AND RELATED OIL LINES.
TORQUE SENSOR.
ENGINE INLET ANTI-ICING SYSTEM, VALVE, AND
PLUMBING LINES.
• PROPELLER-GOVERNOR CONTROL
• PROPELLER-PITCH CONTROL
• OILTANK AND RELATED PLUMBING
• OIL-TO-FUEL HEAT EXCHANGER (FUEL HEATER)
FOR THE FUEL FILTER ANTI-ICING (WITH RELATED
PLUMBING)
• PROPELLER OIL-FLOWTUBE
• CONTROLS LINKAGE ASSEMBLY
• TORQUE-SENSOR TRANSMITTER KIT
• TORQUE-SENSOR TRANSMITTER ADAPTER
• OILTEMPERATURE-SENSING BULB
• NEGATIVE-TORQUE-SENSOR PRESSURE SWITCH
• BETA-PRESSURE-SENSING SWITCH
• OIL PRESSURE SWITCH
• FIRE-SHIELD ADAPTER
-------
3.0 TEST FACILITY AND EQUIPMENT
3.1 Large Altitude Cold Chamber Test Facility
An exterior view of the Large Altitude Cold Chamber (LACC-2) test
facility/ utilized for this program, is shown in Figure 3-1. Figure
3-2 presents an interior view. The control room and test instrumenta-
tion is shown in Figures 3-3 through 3-6. The altitude chamber test
facility general dimensions, performance capabilities, special features,
instrumentation, and electrical power capabilities are:
Dimensions:
o Overall Length
o Overall Diameter
o Inner Chamber Diameter
11.58 m (38 ft)
4.57 m (15 ft)
4.42 m (14 ft 6 inches)
Performance Capabilities!
Ambient Temperature Range -
-56.5eC to 77°C (-65°F to
170°F) (regulated)
Ambient Pressure Range
760 mm HgA to 20.71 mm HgA
(sea level to 80,000 ft)
o Airflow
Sea Level - 1260 ppm
70,000 ft - 225 ppm
o Compressed Air Supply
-65°F to 990°F (-56.5°C to
532°C) @ 300 psi (2068 kPa)
o Fuel Flow
0 to 5000 Ib/hr
(0 to 2268 kg/hr)
Page 3-1
-------
AIRESEARCH-PHOENIX LARGE ALTITUDE
COLD CHAMBER (LACC-2)
(EXTERNAL VIEW)
FIGURE 3-1
HP-52000
Page 3-2
-------
AIRESEARCH-PHOENIX LARGE ALTITUDE COLD CHAMBER (LACC-2)
(INTERIOR VIEW)
FIGURE 3-2
Page 3-3
-------
LARGE ALTITUDE COLD CHAMBER CONTROL ROOM
FIGURE 3-3
MP-5199/
Page 3-4
-------
LARGE ALTITUDE COLD CHAMBER
CONTROL CONSOLE
FIGURE 3-4
Page 3-5
-------
LARGE ALTITUDE COLD CHAMBER
INSTRUMENTATION CONSOLE (EAST WALL)
FIGURE 3-5
MP-52003
Page 3-6
-------
LARGE ALTITUDE COLD CHAMBER
INSTRUMENTATION CONSOLE (WEST WALL)
FIGURE 3-6
Page 3-7
-------
Special Features;
o Thrust Measurement to 4000 Ib (1814 kg)
o Fuel supplied at matching ambient temperature
and pressure
Ins trumentation;
o Digital, analog, or visual remote control video
camera and tape recording
Electrical Power;
o 24 vdc and 110, 220, and 400 vac
o Single wall chamber with cyrogenic panels
o Steam and water injection capability
Air is supplied to the altitude chamber facility from the gas
turbine laboratory compressed air system. For continuous operation,
this system is comprised of four Clark Model ORA-4 air compressors
rated to deliver air on demand over a pressure range of 120 to 300
psig. The air is routed through the system refrigerated air equipment,
or the air heater equipment, to provide the cold and hot air needed
for trimming air mixture to a desired temperature. General schematics
of the Large Altitude Test Chamber air-vacuum, fuel, and water supply
systems, are shown in Figures 3-7 through 3-9.
3.1.1 Test Chamber Pressure Limitation
Two areas required special consideration to ensure that the pro-
gram was successfully conducted. These considerations relate to tank
test pressure limitations and difficulty in achieving inlet humidity
control.
Page 3-8
-------
DELAVAL BDT (10 A D-D
CJ
ID
LACC-2 AIR & VACUUM SYSTEMS
FIGURE 3-7
-------
TO WASTE RETURN
TANK NO. 210
— — _ BRINE ___ ______^ ____ _____ |
I
CONTROL ROOM
WINDOW AREA
I
I NORTH SIDE OF LACC-2 ___
LACC-2 FUEL SYSTEM
FIGURE 3-8
Page 3-10
-------
PJ
lf\
CD
CJ
1
H
H
•1
^x
LACC-2 \. (™\
\ "/S
F
i , 1 ^
INSIDE TANK | /
. r J / +
: / cSi »
« X ^ *
i ^X X+
M^i
^n .^
OUTSIDE TANK
4i T-111 * I
i
j '
1 ^ Li*" \ .^1-, WATER
1 1 ^.. .jNrl ^ rninirn
V | X_X SUPPLY
1 '
I HX
/"iv*^ \7
' * w o
/gv\ V I
w~zi X-i-
rnjn K j iX, fr t ^ • T .A, ^ RE™«N
TO USE OUTSIDE TANK: OPEN B. C M
TO USE INSIDE TANK: OPEN A AND D
Lf. P-24 - WATER SUPPLY PUMP. DEMING,
^ P-24-A - WATER RETURN PUMP. SAME
TOWERS
lID D. CLOSE A. DRAIN VALVES.
. CLOSE B, C AND DRAIN VALVES.
UNIT 469, SIZE 3M, 100 GPM, 10 HP.
AS P-24.
LACC-2 TOWER WATER SUPPLY
& RETURN SYSTEM
FIGURE 3-9
-------
Altitude pressure reductions can be simulated with the described
test chamber, but the chamber cannot be pressurized. Therefore, the
original pressure level of Ambient Test Condition Number 16, 820 mm Hg
could not be attained. Instead, the effect of pressure up to and in-
cluding a barometric pressure of 740 mm Hg (approximately the prevail-
ing ambient pressure at the laboratory elevation of 342 meters (1122
feet) was measured. To provide a variation in barometric pressure for
statistical purposes that would be equivalent to the desired range,
AiResearch conducted Condition 16, at 500 mm Hg instead of 820 ram Hg.
3.1.2 Humidity Control Considerations
Accurate water content control, at the engine inlet, was consid-
ered imperative to ensure that proper ambient test conditions were
being maintained. It was determined at test program initiation that
only direct measurement of water and airflows could assure that proper
humidity conditions were being maintained.
Difficulties encountered with attempting to create true humidity;
i.e., amount of water vapor in air, were:
o Engine airflow of 8 Ib/sec
o The broad range of ambient test conditions (i.e., test
conditions 1 and 2 at -7°C, shown in Table 1-2} pre-
sent substantial difficulty in preventing icing con-
ditions from occurring. The high temperature, high
humidity test conditions (10 through 12) required great
care that cooler surfaces did not come in contact with
the humidified air which results in water condensation.
Page 3-12
-------
o Independent control of engine inlet temperature
and pressure
o The requirement for no ram pressure and temperature
rise at the engine inlet
Four types of humidity control systems listed below and shown in
Figure 3-10 were considered prior to selecting the candidate system:
o Total environment control
o Steam injection or water injection in the mixing plenum
o Water injection into the hot air line
o Water injection at the engine inlet
The initial method considered was a total environment system that
would humidify a chamber of air with sufficient size to operate the
engine at a discrete test point. This system was rejected due to the;
high airflows involved, range of inlet air conditions that required
simulation, and unacceptable size and expense of incorporating such a
system.
An alternate system considered was to inject steam and/or fine
water droplets in the mixing chamber upstream of the engine to mix and
vaporize the water before entering the engine. This system was re-
jected due to excessive distances required to vaporize the water at
the temperatures available. Secondly, the ducting and mixing chambers
metal surfaces would cause steam to condense and adhere to these sur-
faces, forming droplets resulting in lower than expected humidity at
the engine inlet.
The third system considered was to add the water required for a
given humidity in the hot line of the mixing process. This system was
rejected since the cold air stream would cool surfaces in the mixing
chamber to the point where condensation would occur.
Page 3-13
-------
VARIABLE TEST
CHAMBER VOLUME
BELLMOUTH
ENGINE
CONDITIONED AIR
TOTAL ENVIRONMENT CONTROL
MIXING CHAMBER
HOT AIR
VENT TO
AMBIENT
BELLMOUTH
\
ENGINE
COLD AIR
STEAM OR WATER
WATER/STEAM INJECTION INTO MIXING CHAMBER
HOT AIR
•WATER
BELLMOUTH
COLD AIR
HOT AIR
BELLMOUTH
ENGINE
• WATER
COLD AIR
WATER INJECTION INTO HOT AIR LINE
WATER INJECTION AT ENGINE INLET
HUMIDITY CONTROL SYSTEMS SCHEMATICS
FIGURE 3-10
Page 3-14
-------
A second, more difficult problem is also involved in this and the
previous humidity simulation technique. The engine inlet condition
must be maintained with no ram air at the engine inlet. Since ram-
air is controlled by a value in the mixing chamber, moisture can be
lost by venting into the altitude tank, thus producing lower than ex-
pected humidity at the engine inlet due to the amount of water injec-
tion into the hot air line.
The final humidity simulation system considered, and eventually
selected, was the injection of fine water droplets immediately up-
stream of the engine inlet. This system avoided problems of icing and
condensation that the other methods would encounter and assured an
accurate measurement of water introduced into the engine. Also, the
system expense was commensurate with available program funding. It
must be clearly recognized that this method is not a true simulation
of humidity since the liquid water must absorb heat from the engine to
reach a vapor state.
This process lowers compressor discharge temperature. In addi-
tion, total flow through the engine is slightly increased and the air
specific heat is changed to a small extent. Unfortunately, these are
unavoidable by-products of this technique, and should be taken into
account when utilizing data presented in this report. Although some
vaporization may occur outside the engine compressor, which lowers the
engine inlet temperature, this effect is negligible since the tempera-
ture measurement instrumentation and nozzles were located immediately
upstream of the engine inlet. This arrangement is shown in Figures 3-11,
3-12, 3-13, and 3-14, for the turboprop engine.
In the remainder of this report, the word humidity and reference
to humidity should be viewed with the knowledge that humidity was
simulated by fine water droplet injection immediately upstream of the
engine inlet.
Page 3-15
-------
FRONT HALF OF
INLET DUCT
/•LOCATION OF WATER SPRAY NOZZLES
CD
OJ
(-
en
BACK HALF OF
INLET DUCT
CROSS SECTION OF TPE331-3U-303 SHOWING LOCATION OF WATER SPRAY NOZZLES
FIGURE 3-11
-------
WATER SPRAY NOZZLES LOCATED ON FRONT HALF TPE331 ENGINE
INLET DUCTING (AFT LOOKING FORWARD)
FIGURE 3-12
Page 3-17
-------
SIDE VIEW OF SPACER DUCT CONTAINING WATER
SPRAY NOZZLES
FIGURE 3-13
MP-50947
Page 3-18
-------
BACK HALF OF TPE331 ENGINE INLET
(FORWARD LOOKING AFT)
FIGURE 3-14
Page 3-19
-------
3.2 Combustion Rig Test Facility
The AiResearch-Phoenix gas turbine laboratory combustion facility
provides the capability for testing at simulated engine operating con-
ditions. A photograph of the test cell interior is shown in Figure 3-
15, with control panel photographs in Figures 3-16 and 3-17. The
facility is instrumented to measure air, fuel flows, temperatures, and
pressures, necessary to determine performance factors such as effi-
ciency, discharge temperature pattern factor, combustor total pressure
drop, ignition characteristics, flame stability, combustor liner tem-
perature and emissions.
Pressure levels from minus 30 to plus 300 inches of mercury are
measured by using highly accurate pressure gauges. A total of 14
channels are available; and if additional pressure measurements are
required, a scanner valve with 48 channels can be utilized. Tempera-
ture levels measured and types of thermocouples used are as follows:
o Iron-constantan (100° to 1000°F), 24 channels
o Chromel-alumel (0° to 2400°F), 94 channels
o Platinum-rhodium (0° to 3000°F), 24 channels
Liquid fuel flow is measured by means of five rotometers with a
range of 4 to 1000 pounds per hour. A weight rate fuel flow measure-
ment system is also available. Airflows are measured in accordance
with standard ASME orifice metering practice. Data is recorded manu-
ally, and by means of a digital recorder.
Nonvitiated air is supplied to the main laboratory combustion
facility by a bank of compressors and heaters. Air temperature can
be regulated from ambient to 850°F. At 800°F, airflow and pressure
capabilities are approximately 9 pounds per second and 100 psi,
Page 3-20
-------
COMBUSTION TEST FACILITY (C-100)
FIGURE 3-15
Page 3-21
-------
COMBUSTION TEST FACILITY (C-TOO)
IfBGV SOUKIS «A> ROW MAX TEMP MM P81SSU8E
m VITIATED AIR BSO Vmin
360 Vmln
1000 Vmin
1500 VHr
650 F. 250 Psis-
I600F 250 Psio
IOOOF 100 Psio
•65«200'F 750 Psio
MHITIAT£0AIR
VltlAitD AIR
LIQUID FUELS
NATURAL CrAS
NOTE :
ABOVE ARE MAXIMUM CONDITIONS
MAX FLOW TEMP AND PRESSURE CANNOT 6E
OBTAINED SIMULTANEOUSLY.
I200SCF/K AMBIENT
MP-51994
CO^rTROL PANEL
FIGURE 3-16
Page 3-22
-------
CONTROL PANEL (EAST WALL)
FIGURE 3-17
Page 3-23
-------
respectively. Higher airflows and pressures are possible at lower
temperatures. A special preheater provides nonvitiated air at 1200°F
at flows to 6 pounds per second and at pressures to 250 psi.
Expansion turbines can be used with the laboratory vacuum system
to provide low temperature air (to -30°F) to the test rigs for alti-
tude ignition studies. The combustion facility has the capability of
providing liquid fuels to the test rigs at flows to 1500 pounds per
hour and pressures to 750 psi. Fuel temperature can be regulated from
-65°F to 200°F. Natural gas can also be supplied to the test rigs at
flows to 1200 cubic feet per minute and at pressures to 200 psi.
Page 3-24
-------
3.3 Gaseous Emission Analyzing Equipment
All gaseous emission testing/ conducted during this program, con-
formed to specifications defined by title 40 Code of Federal Regula-
tions (40 CFR 87). In accordance with these specifications all gas-
eous emission samples were taken "wet". That is, no desiccants,
dryers, water traps, or related equipment was used to treat exhaust
samples flowing to emissions measurement instrumentation.
Continuous monitoring of pollutant levels was performed during
the test phase with equipment described in this section. Manufacturer's
data, including principles of operation and model specifications, are
presented in Appendix I. Emissions-analyzing equipment was installed
in a truck (Figure 3-18) equipped with an environmental control sys-
tem. The instrumentation shown installed, in the truck, can be de-
scribed as follows:
(a) A Beckman Model 402 hot flame-ionization-detection
hydrocarbon analyzer capable of discriminating un-
burned hydrocarbons in the sample over a range of
0.1 parts per million to 50,000 ppm.
(b) A Thermo Electron Model 10A chemiluminescent NO analyzer
j£
for determining the presence of oxides of nitrogen over
a range from 0 to 10,000 ppm.
(c) A Beckman Model 315B carbon monoxide analyzer. This
analyzer has thtee discrete sensitivity ranges,
corresponding to 0 to 100 ppm, 0 to 500 ppm, and 0
to 2500 ppm.
(d) A Beckman Model 315B used to analyze carbon dioxide.
The sensitivity ranges of this analyzer correspond
Page 3-25
-------
03
IQ
-
U)
I
:-
r
GAS MEASURED
OXIDES OF NITROGEN
HYDROCARBONS
CARBON MONOXIDE
CARBON DIOXIDE
INSTRUMENT
CHEMILUMINESCENT
ANALYZER
FLAME IONIZATION
DETECTOR
NON-DISPERSIVE
INFRARED ANALYZER
EMISSION ANALYZER
MOBILE UNIT
MOBILE EMISSIONS ANALYZER TRUCK
FIGURE 3-3.S
-------
to; 0 to 2 percent, 0 to 5 percent, and 0 to 15 percent.
(The measurement of carbon dioxide is not specifically
required for determining pollutant emission rates.
However, AiResearch conducts analyses of carbon dioxide
in engine exhaust gases to provide a carbon balance
with the fuel consumed as a means of checking the test
data validity.)
All instruments, zero gases, and span gases are kept at a con-
stant temperature to avoid drift. The equipment is capable of contin-
uously monitoring CO, C00, NO, NO , and unburned hydrocarbons in
£+ VC
exhaust gases. Test results are recorded automatically when required.
Table 3-1 shows the zero and span gases used to calibrate the instru-
ments.
TABLE 3-1
ZERO AND SPAN GASES
Gas
Concentration
Manufacturer
Zero air and N2
C3HR (Propane) in air
NO in N2
C02 in N2
CO in Nn
HC < 1 ppm
6.3 ppm
52.0 ppm
105.0 ppm
16.9 ppm
46.5 ppm
109.0 ppm
1.05%
1.97%
3.05%
65 ppm
250 ppm
440 ppm
Air Products
Air Products
Scott Research
Labs
Scott Research
Labs
Air Products
Page 3-27
-------
A complete gaseous emissions analysis system flow diagram is
shown in Figure 3-19.
All temperature measurements required by -Federal specifications
were monitored on digital readout equipment. All temperatures, perti-
nent "dial in" instrumentation changes, gain, and scale ranges were
hand recorded on appropriate data sheets, a sample of which is in-
cluded in Appendix II.
Page 3-28
-------
pi
U3
(D
Co
I
to
ID
GAS ANALYZER FLOW SYSTEM
FIGURE 3-13
-------
3.4 Particulate Emission Analysis Equipment
All engine particulate emission measurement sampling was conducted
with the AiResearch-Phoenix mobile smoke analyzer shown in Figures
3-20 and 3-21. A particulate analyzer schematic is shown in Figure 3-
22, and a general description of the analyzer is as follows:
Sample size measurements are made with a Precision Scientific Wet
Test Meter accurate to within +0.005 standard cubic foot. Wet test
pressures and temperatures are measured within +0.02 in. Hg and +1°F,
respectively. Sample flow measurements are conducted with a Brooks
Rotometer, Model 110, accurate to within +0.017 cubic foot per minute.
A Duo-Seal Model 1405 vacuum pump, with a free-flow capacity of 2 cfm
and no-flow vacuum capability of 1 micron, is used. All sampling lines
and associated plumbing are maintained above the emission sample ambi-
ent dew point to prevent water from condensing out of the gas.
Page 3-30
-------
AIRESEARCH
WE SMOKE MONITOR
PARTICULATE EMISSION ANALYSIS TRUCK
FIGURE 3-20
Page 3-31
-------
PARTICULATE EMISSIONS MEASUREMENT
SAMPLING EQUIPMENT
FIGURE 3-21
MP-51991
Page 3-32
-------
TURBINE
EXHAUST
DISCHARGE
NOZZLE
SAMPLING PROBE
TRANSFER LINE
INSULATED' SECTIO
(a)
ION
(a) CERAPAPER - 1 MM
JOHN MANVILLE CO.
13 MM - OVERALL
THICKNESS
DIVERTER
VALVE
(3 WAY)
FIBERGLASS TAPE
OUTER WRAP
HEATED 80°C
SECTION
EXHAUST
GAS
FLOW
0.95 CM O.D.
0.80 MM WALL
BYPASS
LINE
NEEDLE
CO-
VALVE
^M>
V(
MEA,
©
| * |
3LUME
5UREMENT
iHMI
)
•\
NEEDLE SHUTOFF
DXJ—
VALVE VALVE
VACUUM PUMP
ROTOMETER
PARTICULATE SAMPLING SYSTEM
FOR GAS, TURBINE ENGINES
FIGURE 3-22
Page 3-33
-------
4.0 DESCRIPTION OP TEST
4.1 GTCP85-98CK APU Engine Testing
AiResearch Engine Model GTCP85-98CK (APU) S/N 36179 testing, was
conducted in the AiResearch-Phoenix Large Altitude Cold Chamber (LACC-2)
during June 4 through June 20, 1975. The testing consisted of record-
ing gaseous and particulate emission levels at the five engine load
conditions listed in Table 4-1 at each of the sixteen engine inlet am-
bient conditions listed in Table 4-2. At each ambient condition, it
was required that the five engine load conditions be repeated for a
total of three readings. This was accomplished by repeating Condition
1 through Condition 5 (in sequence) three times. For each of the 16
listed ambient conditions, the following test procedure was accom-
plished:
(a) The engine was started and accelerated to no-load gov-
erned speed.
(b) The specific ambient conditions tested (Table 4-2) were
established in the test chamber and the engine was
allowed to reach steady-state conditions (approximately
5 minutes).
(c) The first engine load (Condition lf shown in Table 4-1)
was applied to the engine, after stabilization, and all
required manual and automatically measured data was
recorded. Gaseous and particulate emissions samples
were taken consecutively.
(d) The engine load condition was then set to Condition 2
of Table 4-1, allowed to stabilize, and the recording
procedure of Condition 1 was repeated.
Page 4-1
-------
TABLE 4-1
APU ENGINE LOAD CONDITIONS
(Corrected to 59°F and 29.92 in. Hg abs)
Condition
1
2
3
4
5
Load
Idle
Shaft Only
Rated
Bleed-Air Only
Shaft and Bleed
Air
Horsepower
Shaft
—
79.5
198.6
-
45.7
Bleed-Air
-
0
0
245.0
214.3
Total
-
79.5
198.6
245.0
260.0
Page 4-2
-------
TABLE 4-2
AMBIENT TEST CONDITIONS
Test
Operating
Condition
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Temperature
°C
-7.2
-7.2
3.9
3.9
15.0
i
i
32*8
1
15.0
l
i
op
19
19
39
39
59
!
f
91
1
59
i
Humidity
Grams H20/
Kilogram Air
1
2
.0
.0
2.0
5
2
•5
7
10
10
15
20
25
7
i
.0
.0
.0
.5
.0
.0
.0
.0
.0
.5
Grains
Pound
7
14
14
35
14
35
52
70
70
105
140
175
52
l
H?0/
Air
.0
.0
.0
.0
.0
.0
.5
.0
.0
.0
.0
.0
.5
Barometric Pressure
mm Hg
inches Kg
Hold constant at
standard condition,
as specified in U.S.
Standard Atmosphere ,
1962, for test cell
altitude.
1
580
660
740
500
22.83
25.98
29.13
19.69
Page 4-3
-------
(e) The above procedure was repeated for engine load
Conditions 3 through 5, sequentially, with manual and
emission data recorded at each condition.
(f) After Condition 5, the engine was recycled back to
load Condition 1 and with the same ambient condition
remaining as for the last cycle, the engine was varied
from Condition 1 to Condition 5, sequentially, for a
second time. The procedure was repeated a third time
with all required emissions and manual data being re-
corded at each engine load condition.
(g) At completing the third engine load condition cycle,
the ambient condition was set to a new ambient inlet
and the three-cycle engine load condition series
described above were repeated.
To avoid confusion between data recorded by the smoke analyzer
operator, gaseous emissions analyzer operator, and test cell operator/
all test conditions were numbered as test points with Test Point 1
being ambient Condition 1, engine load Condition 1, cycle 1, and the
last test point, number 240, as ambient Condition 16, engine load
Condition 5, cycle 3. The described test point numbering scheme for
all conditions evaluated in this test series is presented in Table 4-3
A sample data recorded by the test cell operator and a strip
chart recording from the gaseous emission analyzer are given in
Appendix II as typical data recorded at each test point number.
The data gathered during testing was reduced by computer program^
available at AiResearch. The reduced computer data for all 240 test
points is presented in Volume 2 of this report. To minimize human er-
ror caused by misreading raw data, the computer-reduced output data
Page 4-4
-------
TABLE 4-3
APU TEST POINT NUMBER MATRIX
Ambient
Condition
(Table 4-2)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Engine Load Data Points
Cycle 1
1 - Cond 1*
2 - Cond 2*
3 - Cond 3*
4 - Cond 4*
5 - Cond 5*
16 - Cond 1
17 - Cond 2
18 - Cond 3
19 - Cond 4
20 - Cond 5
31 - 35
46 - 50
61-65
76 - 80
91 - 95
106 - 110
121 - 125
136 - 140
151 - 155
166 - 170
181 - 185
196 - 200
211 - 215
226 - Cond 1
227 - Cond 2
228 - Cond 3
229 - Cond 4
230 - Cond 5
Cycle 2
6 - Cond 1
7 - Cond 2
8 - Cond 3
9 - Cond 5
10 - Cond 5
21 - Cond 1
22 - Cond 2
23 - Cond 3
24 - Cond 4
25 - Cond 5
36 - 40
51 - 55
66-70
81 - 85
96 - 100
111 - 115
126 - 130
141 - 145
156 - 160
171 - 175
186 - 190
201 - 205
216 - 220
231 - Cond 1
232 - Cond 2
233 - Cond 3
234 - Cond 4
235 - Cond 5
Cycle 3
11 - Cond 1
12 - Cond 2
13 - Cond 3
14 - Cond .4
15 - Cond 5
26 - Cond 1
27 - Cond 2
28 - Cond 3
29 - Cond 4
30 - Cond 5
41 - 45
56 - 60
71 - 75
86 - 90
101 - 105
116 - 120
131 - 135
146 - 150
161 - 165
176 - 180
191 - 195
206 - 210
221 - 225
236 - Cond 1
237 - Cond 2
238 - Cond 3
239 - Cond 4
240 - Cond 5
"Conditions ' 1 through 5 of Table 4-1
Page 4-5
-------
was machine plotted by the AiResearch CalComp digital plotter. Example
plots are presented in Figures 4-1 through 4-5. All data was machine
plotted in this manner to best observe/ and correct, data reduction
errors.
The GTCP85-98CK Engine completed installation in the test cell is
shown by Figures 4-6, 4-7, and 4-8. The engine inlet air temperature
is controlled by combining hot and cold air in the pre-mixing chamber
shown in Figures 4-6 and 4-7. Water injection nozzles, used to simu-
late humidity, are located immediately upstream from the engine inlet.
The water nozzles are operated individually or in combination depend-
ing on water flow requirements. Atomization is air-assisted to aid in
producing small uniform water droplets. The nozzles produce a droplet
Sauter Mean Diameter (SMD) of 19.0 microns at 100 psig air-assist air
pressure and at average water flow rates for the test conditions simu-
lated.
Emissions sampling and measuring equipment are contained in the
two mobile vans shown in Figure 4-9. The vans are parked outside the
test chamber and instrumentation connecting apparatus are run between
the test article (installed in the controlled atmosphere chamber) and
vans.
The heated emissions sample line was routed out of the test cham-
ber where a three-way electrically activated solenoid valve directed
the flow to the smoke sampling equipment, or the gaseous emission
sampling equipment. All sample lines were heated to approximately
300°F (148.9°C) during the test to prevent condensation of heavy hy-
drocarbons from the gas sample. Downstream of the three-way solenoid
valve in the gaseous sample line branch, a vacuum booster pump was
installed when simulated altitude test conditions (13, 14, and 16)
were conducted. This was necessary because the pump within the Beckman
402 hydrocarbon analyzer was unable to draw a gas sample from the test
chamber when simulated altitude test conditions were run. A schematic
drawing of the emission sample line system' is shown in Figure 4-10.
Page 4-6
-------
x
UJ
a
O 10-
o
TEST
CONDITION
9
10
11
CYCLES
1. 2. 3
O
*
X
X
z
.Y.
0.04 0.06
0.08 0.10 0.12 O.H
FUEL-fllR RflTIO / EMISSION
TEST CONDITIONS 9,10,flNO 11
0.16 O.ie , 0.20 0.2Z 0.24
(XIO")
FIGUBE 4-1
4-7
-------
CO
»—I
r:
TEST
CONDITION
9
10
11
CYCLES
1, 2. 3
O
A
•4-
X
»
*•
X
z
.Y.
0.04 0.06
RflTIO / EMISSION
TEST CONDITIONS 9.10.RND II
0.16
FIGURE 4-2
Pacje 4-8
—i 1
O.ZZ • 0.24
-------
X
UJ
CD 0>-
-------
o
o-
O)
UJ
CD
CO
¥*"
H
TEST
CONDITION
10
11
CYCLES
1, 2. 3
1 -i 1 1 1—
0.04 0.06 C.08 0.10 0.12 0.14
FUEL-fllR RflTIO / EMISSION
O
X
z
.Y
Y
se
—i 1 1—
0.16 0.18 , 0.20
(X10-M
0.22
0.2*
TEST CONDITIONS 9,10,flND 11
FIGURE 4-4
Page 4-10
-------
0.00 20.00 40.00 60.00 80.00
TEST CONDITIONS S.lO.flND 11
TEST
CONDITIOH
9
10
11
CYCLES
1. 2. 3
O
'A
+•
X
'K
. Z •
»* "
X*
0» +
/
COI
I i 1 1 r-
IM.OO 140.00 160.00 180.00 ZOO .00 220.00 240.00 260.00 28C.OO
FIGURE 4-5
Page 4-11
-------
TEST LAB INSTALLATION OF GTCP85-98CK FOR
EMISSIONS TESTING IN LACC-2
FIGURE 4-6
Page 4-12
MP-498H9
-------
DISTILLED WATER
CONTAINERS
ENGINE INLET AIR
TEMPERATURE CONTROL
CHAMBER
TEST LAB INSTALLATION FOR GTCP85-98CK APU
EMISSIONS TESTING IN LACC-2
FIGURE 4-7
Page 4-13
-------
GTCP85-98CK
ENGINE
DISTILLED WATER
SUPPLY CONTAINERS
GTCP85-98CK ENGINE INSTALLED IN LACC-2 FOR EMISSIONS TESTING
FIGURE 4-8
Page 4-14
-------
EMISSIONS SAMPLING AND MEASURING VANS IN PLACE FOR GTCP85-98CK
EMISSIONS TESTING IN LACC-2
FIGURE 4-9
Page 4-15
-------
ALTITUDE TEST CHAMBER WALL
SAMPLING
PROBE
STAINLESS STEEL TUBING
30 FT - 0.50 INCH O.D.
X 0.032-INCH WALL
3-WAY ELECTRICALLY ACTIVATED.
SOLENOID SWITCH
HEATED HC VACUUM
BOOST PUMP
25 FEET STAINLESS STEEL
0.250-INCH O.D.
X 0.032-INCH WALL
TO SMOKE ANALYSER
STAINLESS STEEL TUBING
25 FEET
0.250-INCH O.D,
X 0.028-INCH WALL
TO EMISSION ANALYSER
EMISSIONS SAMPLE LINE SYSTEM
FIGURE 4-10
Page 4-16
-------
A list of instrumentation for which readings were recorded is
presented in Table 4-4. Additional instrumentation for monitoring
engine internal conditions, such as vibration, air temperature and
pressure, etc., were continuously observed to detect any engine mal-
function. These latter instrumentation readouts were not recorded.
A sample of data, manually recorded during testing, is shown in
Appendix II.
A 12-point uncooled averaging emissions sampling probe, shown in
Figure 4-11, was used to sample engine emissions. This probe was de-
signed in accordance with 40 CFR 87. The probe was designed to have
the sampling ports at the center of equal areas per blueprint drawing
SKP 32566, Appendix III. The probe was attached to the APU exhaust
flange, as shown in Figure 4-12. Both gaseous and smoke emissions
were taken from this probe.
The GTCP85-98CK test was conducted in a manner that sea-level
standard-day corrected horsepower remained constant for each engine
load condition over the range of engine ambient conditions. Since
engine ambient conditions vary substantially, engine operating charac-
teristics are greatly affected. Therefore, it was necessary to ini-
tially determine the most stringent engine ambient condition from a
performance standpoint. A computer engine cycle study of the sixteen
ambient conditions revealed Condition 12 to be the most severe since
the highest exhaust gas temperature resulted at this condition. Since
exhaust gas temperature is limited to 1150°F (621.1°C) for the
GTCP85-98CK APU, the corrected total horsepower produced at Condition
12 for the two bleed-air load conditions (Condition 5 of Table 4-1)
were selected as the constant corrected total horsepower to which all
other engine ambient conditions would be tested. Engine load Condi-
tions 1, 2, and 3, being shaft power requirements only, could be run
at the corrected levels shown in Table 4-1 because associated exhaust
gas temperatures were substantially lower than for the remaining
bleed-load conditions.
Page 4-17
-------
TABLE 4-4
TEST INSTRUMENTATION DATA
AMBIENT CONDITIONS ON ENGINE EMISSIONS
CGTCP85-98CK)
Parameter
Unit
Note
Time
Barometric Pressure
Engine Speed
Compressor Inlet Temperature
Compressor Inlet Total Pressure
Fuel Flow
Compressor Discharge Pressure
Compressor Discharge Temperature
Exhaust Gas Temperature
Exhaust Gas Pressure
Engine Torque
Engine Mass Flow Air:
Bellmouth Static AP
. Bellmouth Total
Bellmouth Inlet Temperature
Bleed-Air Temperature
Bleed-Air Pressure
Engine Bleed Flow Air:
Bleed Orifice Pressure
Bleed Orifice AP
Bleed Orifice Temperature
Water Flow
Sample Line Temperature
sec: rain :hr
in. Hg abs
rpm
oF
in. Hg abs
Ib/hr
in. Hg G
in. H20
in.-lb
in. H_O
in. Hg abs
in. Hg G
in. Hg G
in. H~O
op
gal/hr
(Avg of 8 temperatures)
(4 temperatures measured)
-------
0.635 CM OD
X 0.071 CM WALL
1 CM WALL—7
•• / .
2.54 CM X 0.071 CM WALL
WELDED BOTH ENDS
MS 33656-4
WELDED AND
DRILLED THRU
4.4 MM DIA
60° TOTAL
1 ANGLE INSERT
. TV
3.9 MM 4.90 MM
7
o +T*~"" 3-6 MM 4*! 88 MM 6.35 MM
*^==^-L/ 1
5.2
'5.1
MM
ALL MATERIAL
CRES 347
DIMENSION
A (mm)
B (mm)
C (mm)
D (mm)
SKP32566-2 SKP32566-1
GTCP85-98CK TPE331-30-303
93.0
72.0
41.0
128.0
110.0
84.0
45.0
128.0
TWELVE-POINT AVERAGING PROBE
FIGURE 4-11
Page 4-19
-------
12-POINT UNCOOLED EMISSIONS SAMPLING PROBE
INSTALLED ON GTCP85-98CK
FIGURE 4-12
MP-52007
Page 4-20
-------
4.2 TPE331 Turboprop Combustion Rig Testing
The EPA 1979 aircraft and aircraft engine emissions standards
provided the stimulus for AiResearch to investigate other turboprop
engine fuel management systems to achieve compliance. In 1973, in-
vestigations of various fuel management systems were conducted as part
of an extensive IR&D Program to develop techniques for emission con-
trol. As a result of this study, a fuel management system was devel-
oped that permits engine idle, and near idle/ operation on the existing
5 primary fuel atomizers only (with the 10 secondary fuel atomizers
shut down). This operational mode, referred to as "primaries only",
increases engine idle combustor efficiency resulting in lower HC and
CO emission levels. Because initial test results were favorable, this
sytem is expected to be incorporated in future TPE331 turboprop en-
gines; and, for this reason, the fuel management system ("primaries
only") was selected for further investigation in this test program.
Therefore, turboprop combustion rig supplemental testing was
incorporated into the program to assess the following:
o That "primaries only" operation did not adversely
affect combustion durability.
o That "primaries only" operation did not adversely
affect combustion discharge temperature profiles
that could damage turbine stator vanes.
o Verify that "primaries only" operation did reduce
emission levels below 1979 aircraft engine emissions
standards.
Page 4-21
-------
Thus, the combustion rig test program would ensure that the
"primaries only" system was a viable emission control technique that
could be safely used in the TPE331 turboprop engine scheduled for this
emissions measurement test program.
An available TPE331 combustion rig, shown in Figure 4-13, was
refurbished for this test program with production combustion system
hardware installed. The combustion rig was installed in the AiResearch-
Phoenix combustion test cell. A typical combustor test rig cross-
section is shown in Figure 4-14. Rig inlet temperature is controlled
by pre-mixing hot and cold air upstream of the rig. Airflow is then
directed through an orifice section to measure airflow, and rig pres-
sure is controlled by a valve downstream of the rig. The airflow spe-
cific humidity, delivered to the rig, is essentially dry at 0.00071 Ib
of H2O/lb of dry air.
Combustion rig instrumentation used during testing includes mea-
sured data listed in Table 4-5. A sample of data recorded during test-
ing is presented in Appendix II. The emissions sampling probe for this
test consisted of three equally spaced fixed probes located downstream
of the discharge duct mixing baffle. The three probes were manifolded
together in the exterior of the rig and a single heated line delivered
the sample to the emission analyzing equipment described in Section
3.2. Each probe had two sampling ports spaced one inch apart, with no
port located closer than one inch from the discharge duct wall.
Combustor discharge temperatures were measured with a 7-element,
24-step rotating rake. The rake thermocouples were chromel/alumel
type. Thermocouple readings were automatically recorded on computer
paper tape, which was converted to standard computer card format for
combustor performance data reduction. All inlet conditions were manu-
ally recorded from multiple circumferential and radial positions at
the compressor diffuser duct exit.
Page 4-22
-------
mill a il iii'iiyfJP''
TPE331 COMBUSTION SYSTEM TEST RIG
FIGURE 4-13
Page 4-23
-------
-
0)
id
-
i
to
—
COMBUSTOR TEST RIG CROSS SECTION
FACILITY
AIR
INLET
TEMPERATURE
SURVEY
INSTRUMENTATION
DIFFUSER DISCHARGE
COMBUSTOR
IGNITOR
FUEL
INLET
COMBUSTOR TEST RIG FACILITY
FIGURE 4-14
-------
TABLE 4-5
TPE331 COMBUSTION RIG TEST INSTRUMENTATION
Parameter
Unit
Note
Barometer
Air Orifice Inlet Pressure
in. Hg A
PSIG
29
Air Orifice Inlet Temperature
Air Orifice
Combustor Inlet Static Pressure
Combustor Inlet Total Pressure
Combustor Inlet Total Temperature
Combustor Discharge Static Pressure
Fuel Pressure
puel Flow
Rig Rake Temperature
in. H20
in. Hg G
in. Hg G
2 Readings
2 Readings From Rotating
Rake
in.
Hg G
PSIG
Ib/hr
Measured by rotometer
7 Readings From Rotating
Rake At Top Dead Center
Page 4-25
-------
A baseline test of the normal fuel management system (primary
plus secondary fuel atomizers) based on TPE331-3U-303 engine rated
condition (840 horsepower corrected to sea level, 59°F day) was per-
formed at the test operating conditions listed in Table 4-6. Rig
operating conditions for this test were determined from a TPE engine
computer performance cycle program. Operating conditions listed in
Table 4-6 represented the most severe engine ambient operating condi-
tions expected in service from the range of ambient test conditions
(Table 1-2) conducted during TPE331 engine testing. Engine load con-
ditions corresponding to approach, cruise, climbout, and takeoff were
also evaluated to calculate the TPE331 emission levels over the pre-
scribed EPA duty cycle. Each load is some fraction of engine rated
840 horsepower corrected to sea level 59°F day.
The test conditions in Table 4-6 were then repeated for "primaries
only" operation. Since these tests were combustor rig tests, required
fuel system modifications to allow engine operation on "primaries
only", were simulated by disconnecting the 10 secondary fuel atomizers.
Test Condition 13 of Table 4-6 was not run because the required fuel
pressure exceeded the facility capabilities.
The following information was determined for the two baseline
tests:
(a) Gaseous emissions CO, HC, and NO
A
(b) Maximum combustor discharge temperature, T.max
(c) Average combustor discharge temperature, T.avg
(d) Combustor discharge pattern factor, PF,
T -T
pp max avg
T -T.
avg in
(e) Fuel-air ratio determined by measurement and by
calculation from emissions
Page 4-26
-------
TABLE 4-6
TPE331 OPERATING CONDITIONS
Verification Test Points for Operation
Using Primary Fuel Atomizers Only
Test
Point
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
To (°C>
15
;
-7
1
i
33
Po
(mm)
740
(or 760)
I
'
500
1
1
i
740
I
9
740
1
\
Power Set
Idle
1.5 x Idle
2.0 x Idle
Approach (30%)
Cruise (70%)
Climbout (90%)
Take-off (100)
Idle
1.5 x Idle
2.0 x Idle
Idle
1.5 x Idle
2.0 x Idle
Idle
1.5 x Idle
2.0 x Idle
Humidity
Hold constant
for each test
point
1
1 '
Page.4-27
-------
(f) Combustion efficiency, calculated from emissions
(g) Landing Take-Off (LTO) emission levels for sea
level standard day conditions
Because of a requirement to maintain constant corrected horse-
power during TPE331 engine emissions sampling, a derated power output
was necessary to prevent turbine interstage overtemperature. There-
fore, a TPE331 engine performance computer model was used to analyze
the ambient test conditions of Table 4-2.
The most severe performance condition, of those listed, was
Condition 12, where the allowable actual horsepower was calculated to
be 728 shaft horsepower (shp) for the 100 percent takeoff power set-
ting. When corrected to sea level standard day conditions, this value
becomes 706 shp. This 706 shp value permits testing over the entire
range of Table 4-2 conditions without exceeding turbine interstage
temperature limitations.
In conjunction with the corrected 706 shp value, all remaining
power settings were calculated as a percentage of this power level.
Actual horsepower for all other ambient test conditions of Table 4-2
were calculated such that the sea level corrected value (706 shp) re-
mained constant. Results of these calculations are presented in
Table 4-7.
To evaluate effects of the new engine load conditions on combus-
tor performance, the TPE331 combustor was tested (as in the previous
case) for the new conditions listed on Table 4-7. The operating
points of Table 4-7 were tested with rig conditions being determined
for a constant 706 corrected shaft horsepower. All testing was con-
ducted with dry air.
Page 4-28
-------
TABLE 4-7
TURBOPROP ACTUAL POWER SETTINGS FOR WHICH ENGINE PER-
FORMANCE WAS CALCULATED TO OBTAIN COMBUSTOR RIG TEST INFORMATION**
Test
Conditions
{Table I)
1-2*
3-4*
5-8*
9-12*
13
14
15
16
Pressure
PSIA
14.696
14.696
14. .696
14.696
11.21
12.76
14.31
9.67
Temp
op
19
39
59
91
59
59
59
59
POWER SETTING, SHP
Takeoff
100%
678
692
706
728
539
613
687
465
Climbout
90%
610
623
635
635.4
655
485
552
618
419
Cruise
70%
475
484
494
494.2
510
377
429
481
326
Approach
30%
203
208
212
211.8
218
162
184
206
140
0)
H
T) dP
H <*> m
o 10
0 r-l ||
• t^ &
•
H
51
52
53
52.95
55
40
46
52
35
0) in
H <*P \0
•O m u
H 3
34
35
35
35.3
36
27
31
34
23
* -:These conditions have varying specific humidities, but this has
-little effect on overall engine performance.
** The actual physical power , shp, shown column listed under each
engine load condition, reflects the corrected shaft horsepower,
shp//?6 of test conditions 5-8, that is maintained constant
over the range of ambient test conditions.
Page 4-29
-------
4.3 TPE331 Turboprop Engine Testing
4.3.1 TPE331-3U-303 Engine Test Installation
TPE331-3U-303 turboprop engine/ S/N 00304, was installed in the
Large Altitude Test Chamber (LACC-2) on October 6, 1975. Test cell
engine installation photographs are presented in Figures 4-15, 4-16,
and 4-17. Figure 4-18 shows the distilled water supply installed in
test chamber.
During initial TPE331-3U-303 installation checkout tests, a sup-
port test equipment failure occurred, which resulted in an engine mal-
function. Subsequent engine examination disclosed considerable
rotating group damage. It was estimated that a minimum of three weeks
would be required to repair the damage. In an effort to expedite the
test schedule, engine Model TPE331-5-251M, which has the same combus-
tion system and internal aerodynamic configuration (compressor and
turbine section), was selected and used as a replacement for the dam-
aged TPE331-3U-303 engine. The TPE331-5-251M and TPE331-3U-303 engines
have the same thermodynamic cycle performance and, therefore, required
no test program changes. The major differences between the TPE331-5-
251M and the TPE331-3U-303 are:
o The replacement engine has a bottom inlet as opposed
to a top inlet.
o A different gearbox caused the replacement engine
propeller shaft to rotate in the opposite direction.
o The replacement engine gearbox resulted in a lower
power rating for a specific customer application.
These differences do not affect engine thermodynamic performance
characteristics. All other test installation hardware and instrumen-
tation were identical with the first engine model installation.
Page 4-30
-------
TPE331-3U-303 INSTALLED
IN LACC-2
FIGURE 4-15
Page 4-31
-------
TPE331-3U-303 INSTALLED
IN LACC-2
FIGURE 4-16
MP-51996
Page 4-32
-------
TPE331-3U-303 INSTALLED
IN LACC-2
FIGURE 4-17
Page 4-33
-------
DISTILLED WATER SUPPLY INSTALLED
IN LACC-2
FIGURE 4-18
MP-51992
Page 4-34
-------
4.3.2 TPE331-5-251M Engine Test Installation
TPE331-5-251M turboprop, S/N 04001, was installed in the Large
Altitude Test Chamber (LACC-2) on October 22, 1975. Test installation
photographs are presented in Figures 4-19, 4-20, and 4-21. Testing
took place during October 25, 1975,-through November 8, 1975. The
testing consisted of recording gaseous and particulate emissions
levels at the seven engine load conditions listed in Table 4-8, and
at each of the 16 ambient test conditions listed in Table 3-2. Three
sets of data were required per contract for statistical analysis by
Calspan Corporation.
As during the 85 Series APU testing, emission analysis sampling
equipment was located directly outside the test cell. The emission
sample line system shown in Figure 3-16 is identical to the system
described in Section 3.3. The emissions sampling probe, which com-
plies with 40 CFR 87, is a 12-point uncooled averaging sampling probe
as shown in the Figure 4-11 schematic. The probe was designed with
sampling ports located at the center of equal areas per blueprint
drawing SKP32566, Appendix III. Probe installation on the engine is
shown in Figure 4-22.
The TPE331-5-251M turboprop was operated at a derated 706 shaft
horsepower corrected to sea level 59°F day for the reasons described
in Section 4.2. A list of actual shaft horsepower loads, for the
seven engine load conditions at each of the 16 ambient test conditions,
is presented in Table 4-7.
The turboprop was operated at two different engine speeds:
o Ground idle (27,000 rpm) or output propeller shaft
speed of 1050 rpm.
o Flight speed (41,730 rpm) or output propeller shaft
speed of 1591 rpm.
Page 4-35
-------
11
MP-52010
TPE331-5-251M INSTALLED
IN LACC-2
FIGURE 4-19
Page 4-36
-------
TPE331-5-251M INSTALLED
IN LACC-2
FIGURE 4-20
Page 4-37
-------
TPE331-5-251M INSTALLED
IN LACC-2
FIGURE 4-21
MP-52009
Page 4-38
-------
TABLE 4-8
TPE331 ENGINE LOAD CONDITION
Load
Conditions
±*#
2**
3**
4
5
6
7
Power Setting
(Taxi) idle
1.5 x idle
2.0 x idle
Approach
Cruise
Climbout
Takeoff
Power Output
(Percent of
Derated Power*)
5
7.5
10
30
70
90
100
Engine RPM
(Percent of
Rated RPM)
65
65
65
100
100
100
100
*100% power level is 706 shp//e"d
**Near idle operation on primary fuel atomizer only
Page 4-39
-------
MP-5L989
12-POINT EMISSIONS SAMPLING PROBE SHOWN INSTALLED
ON TPE331 IN LACC-2
FIGURE 4-22
Page 4-40
-------
At ground idle speed engine load conditions 1, 2, and 3, the
engine was operated on the fuel management system known as "primaries
only." This system was utilized to increase idle speed combustion
efficiency, thereby reducing CO and HC levels, at the lower engine
load condition. A "primaries only" fuel control system schematic for
the TPE331 turboprop is shown in Figure 4-23. The normally closed
solenoid initiates the "primaries only" mode of operation, on command
from the speed lever quadrant taxi switch inside the aircraft cockpit.
At engine speeds of 65 percent or less (i.e., taxi, ground idle), the
speed lever activates the solenoid to the open position. In this con-
figuration the "primaries only" circuit shunts the fuel metering ori-
fice, thereby reducing differential pressure across the flow divider
bellows. This causes secondary fuel port closure.
When the speed lever is advanced beyond 65 percent speed, the
"primaries only" solenoid closes and the fuel control operates as a
standard TPE331 control. During ignition and acceleration the speed
lever will be temporarily set above 65 percent speed to allow standard
mode fuel control operation. At governed speed, the speed lever is
set back to 65 percent speed and the "primaries only" circuit is acti-
vated .
Load conditions 4, 5, 6, and 7 were tested with the engine oper-
ating as a standard TPE331 fuel control (primary plus secondary fuel
atomizers functional).
For each of the 16 ambient test conditions, listed in Table 4-2,
the following test procedure was followed:
(a) The engine was started and accelerated to governed
speed, with no-load applied.
(b) A specific ambient test condition, listed in Table
4-2, was set in the test chamber and the engine was
allowed to stabilize (approximately 5 minutes).
Page 4-41
-------
AP METERING
ORIFICE
FUEL
INLET
SCREEN
SECONDARY
FUEL PORT
SOLENOID CONTROLLED BY
SPEED LEVER QUADRANT
TAXI SWITCH
PRIMARIES ONLY
CIRCUIT
PRIMARY FUEL
ATOMIZERS
SECONDARY FUEL
ATOMIZERS
PRIMARIES ONLY FUEL CONTROL SCHEMATIC
FIGURE 4-23
Page 4-42
-------
(c) The first engine load (Condition 1 in Table 4-8) was
then applied to the engine and after stabilization
(approximately 5 minutes), all required data was re-
corded. At this time the gaseous emissions, followed
by particulate samples, were taken. Also, all re-
quired manual data was recorded.
(d) The above procedure was repeated for engine load Condi-
tions 2 through 7, sequentially, with test point and
emission data recorded at each condition. Completing
engine load Conditions 1 through 7 constitute one test
cycle at specified inlet ambient conditions.
(e) After Condition 7, the engine was returned to load
Condition 1 with the inlet ambient condition remaining
the same. The engine was again varied from Condition 1
to Condition 7, sequentially, and this procedure was
repeated a third time. All required emission and test
point data were recorded at each of the seven engine
load conditions for each cycle.
To avoid confusion between data recorded by the smoke analyzer
operator, gaseous emissions analyzer operator, and test cell operator,
all test conditions were numbered as test points with test Point 1
being ambient inlet Condition 1, engine load Condition 1, Cycle 1, and
the last test point Number 336, as ambient inlet Condition 16, engine
load Condition 7, Cycle 3. The described test point numbering scheme
for all conditions evaluated in this series is presented in Table 4-9.
A list of instrumentation, from which readings were recorded, is
presented in Table 4-10. Further additional instrumentation for moni-
toring engine internal conditions, such as vibration, oil temperature
and pressure, etc., were continuously observed to ensure engine integ-
rity. These latter instrumentation readouts were not recorded. A
sample of data, manually recorded during the testing is shown in
Appendix II.
Page 4-43
-------
TABLE 4-9
TPE331 TEST POINT NUMBER MATRIX
Ambient
Condition
(Table 4-2)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Engine Load Data Points
Cycle 1
1 - Cond 1*
2 - Cond 2*
3 - Cond 3*
4 - Cond 4*
5 - Cond 5*
6 - Cond 6*
7 - Cond 7*
22 - 28
43 - 49
64 - 70
885 - 91
106 - 112
127 - 133
148 - 154
169 - 175
190 - 196
211 - 217
232 - 238
253 - 259
274 - 280
295 - 301
316 - 322
Cycle 2
8 - Cond 1
9 - Cond 2
10 - Cond 3
11 - Cond 4
12 - Cond 5
13 - Cond 6
14 - Cond 7
29 - 35
50 - 56
71 - 77
92 - 98
113 - ll9
134 - 140
155 - 161
176 - 182
197 - 203
218 - 224
239 - 245
260 - 266
281 - 287
302 - 308
323 - 329
Cycle 3
15 - Cond 1
16 - Cond 2
17 - Cond 3
18 - Cond 4
19 - Cond 5
20 - Cond 6
21 - Cond 7
36 - 42
57 - 63
78 - 84
99 - 105
120 - 126
141 - 147
162 - 168
183 - 189
204 - 210
225 - 231
246 - 252
267 - 273
288 - 294
309 - 315
330 - 336
*Conditions 1 through 7 of Table 4-8
Page 4-44
-------
TABLE 4-10
TPE331-5-251M TEST INSTRUMENTATION
Parameter
Unit
Data Point
Time
Barometric Pressure
Engine Speed
Compressor Inlet Temperature
Compressor Inlet Total Pressure
Fuel Flow
Corrected Fuel Flow
Compressor Discharge Pressure
Compressor Discharge Temperature
Exhaust Gas Temperature Cavg of 8 thermocouples)
Exhaust Gas Static Pressure
Engine Torque
Turbine Interstage Temperature (avg of 16
thermocouples)
Bellmouth Static AP
Bellmouth Total Pressure
Bellmouth Inlet Temperature
Engine Mass Airflow
Engine Inlet Water Flow
Sample Temperature (1)
(2)
(3)
« « (4)
Number
Sec:min:hr
In. Hg abs
Rpm
oF
In. Hg abs
Lb/hr
Lb/hr
In. Hg abs
In. H20
In.-lb
In. H2
-------
4.4 Data Reduction
A sample of data recorded by the test cell operator, and a
strip chart recording from the gaseous emission analyses, are pre-
sented in Appendix II as typical data recorded at each test point
number.
The data gathered during testing was reduced by AiResearch com-
puter programs. Reduced computer output data for all 336 test points
is presented in Volume 2 of this report. To eliminate and correct any
errors produced by misreading recorded raw data, the reduced output
data was plotted by the AiResearch CalComp digital plotter. Examples
of this plotting procedure are presented in Figures 4-24 through 4-28
for the turboprop engine. Data plotted in this manner also permits
quick visual inspection.
In determining TPE331 turboprop engine landing/takeoff cycle
values, there are two optional computer subroutines, for curve fitting
emissions data (Figure 4-29), replacing the originally-used least
square polynominal curve fit. Curve characteristics are discussed
below.
Type of
Subroutine Comment
o
Least squares Excessive low power range errors
o Gauss' elimination Oscillation in curve fit at high
method power range minimized by accurately
setting power points (no significant
errors result).
o Two-part curve fit Derivatives at the "intersection"
test point are not matched.
The Gauss' elimination method was utilized exclusively.
To facilitate data transmittal and processing, between AiResearch
and Calspan, a computer tape data format was established.
Page 4-46
-------
5-
/ *
* * TEST CTCtES
t COHDITIOH 1, 2, 3
: * i =~~
X
i.
9 *
10
11
12
• X
X
Z
V
X
Z
0-00 60.00 100.00 160.00 200-00 ^Mn^ JSP/> W-OO 400.00 460.00 600.00 660.00 800.00 660.00
CORRECTED nORoErOMER
TEST CONDITIONS 9. 10. 11. RNO 12
FIGURE 4-24
Page 4-47
-------
TEST
CONDITION
CYCLES
1,2,3
••I
"Too reo^oo
esoioo roo^oo
c.oo
60.00 100.00 160.00 200.00
TEST CONDITIONS 9. 10. 11. HNO 12
FIGURE 4-25
4^-48.
-------
,1
-1
8
eg-
TEST CYCLES
CONDITION 1, 1, 3
9
10
11
12
e
*
+
X
»
+
X
z
V
X
*
X
8.
8.
8.
eg
8.
o.oo eo.oo 100.00 iso.oo 200.00
TEST CONDITIONS 9. 10. 11. flNO 12
400'00 4SO'00 6CC'OQ S60'00 60C'°° 66°'00 700°00 7SO'°°
FIGURE 4-26
4-49
-------
8
8-
§
s
TEST CYCLES
cotroiTros 1, a. 3
o
9 A
10
z
JL.
12
x
X
X
8
a-
tu
CD
I.
o"
to
8
, 1 -
n »
0.00 50.00 100.00 150.00 200.00 250.00 300.00 350.00 400.00 450.00 500.00 550.00 600.00 650.00 700.00 750.00
CORRECTED HORSEPOWER
TEST CONDITIONS 9. 10, \\, flNO 12
FIGURE 4-27
-------
o
ill0
03
« I
t
E
o-l 1 r
TEST CYCLES
CONDITION 1, 2, 3
O
10 O
X „
11 Z * B
Y «v
r-
_ 12
o
+
X
' z 1»«
0.07 0.06 0-09
0.10 0.11 0.12 0.13
FUEL-fllR RflTIO / EMISSION
TEST CONDITIONS 9, 10, 11, RND 12
FIGURE 4-28
Page
-------
H
O
53
H
5
H
X
H
g
H
H
CO
CO
X
o
a
z
H
H
03
01
TYPICAL "LEAST SQUARES"
CURVE PIT
ERROR @ 30% POWER
MEASURED
DATA POINTS
30% 100%
POWER SETTING
GAUSS' ELIMINATION METHOD
MEASURED DATA POINTS
30% 100%
POWER SETTING
MEASURED DATA POINTS
CURVE PIT #2
30% 100%
POWER SETTING
EMISSIONS DATA REDUCTION CURVE FIT SUBROUTINES
FIGURE 4-29
Page 4-52
-------
Data transmitted to Calspan was grouped into three general
classifications:
o General identification information
o Test operational conditions
o Individual test information
Specific information included in these classifications are indicated
in Tables 4-11, 4-12, and 4-13, respectively.
Sample Test Data
Prior to initiation of testing, the following items were gener-
ated for transmittal to Calspan for computer tape format and Calspan
statistical analysis computer program checkout:
o Two IBM 9-track magnetic tapes containing sample
emissions test data identified as tape Z043, for the
GTCP85 Series APU, and tape Z044 for the TPE331
Series Engine.
o Computer listings of information on each tape
o Listings of FORTRAN programs APURT for the GTCP85
Engine and TURBPT for the TPE331 Engine which
translated AiResearch CDC 6400 tape output to IBM
9-track tape.
o Output listings for the GTCP85 and TPE331 data re-
duction programs, from which tape output data was
extracted
o A list identifying computer variables used in the
above listings. For reference, this list is also
presented in Table 4-14.
Page 4-53
-------
TABLE 4-11
GENERAL IDENTIFICATION INFORMATION FORMAT
(1) Manufacturer'
(2) Engine Type and Model
(3) Serial Number
(4) Rated Shaft Horsepower (shp)
(5) Rated Speed (rpm)
(6) Engine Total Time (hr)
(7) Overhaul Information - Time Since (hrs)
(a) Hot Section Overhaul
(b) N., Compressor Overhaul
(c) N2 Compressor Overhaul
(d) Combustor Can Replacement
(e) First Stage Nozzle Guide Vane Overhaul
(f) N. Turbine Overhaul
(g) N2 Turbine Overhaul
(h) Overhaul Comments
(8) Fuel Type
(9) Fuel H/C Ratio
(10) Comments
Page 4-54
-------
TABLE 4"12
TEST OPERATIONAL CONDITIONS INFORMATION FORMAT
(1) Date
(2) Time (Zero to 2400 hrs)
(3) Sample Line Temperature, Probe Outlet (°F)
(4) Sample Line Temperature, Instrumentation Inlet (°F)
(5) Sample Line Temperature, Additional Location (°F)
(6) Sample Line Residence Time (Sec)
(7) Comments
Page 4-55
-------
TABLE 4-13
INDIVIDUAL TEST INFORMATION FORMAT
A. TEST IDENTIFICATION INFORMATION
(1) Engine Number
1 First test engine
2 Second test engine
(2) Replication Number
1 Initial test
2 First replication
3 Second replication
(3) Mode Number
1 Idle power
2 1.5 times idle power
3 2.0 times idle power
4 Climbout
5 Approach
6 Takeoff
7 Cruise
(4) Nominal Percent Rated Takeoff Power
(e.g., 5.0, 30.0 . . . 100.0)
(5) Nominal Ambient Temperature (°F)
(6) Nominal Ambient Temperature (°F)
(7) Nominal Relative Humidity
(8) Date of Test
(9) Time of Test (Zero to 2400 hrs)
Page 4-56
-------
TABLE 4-13 (Contd)
B. TEST MEASUREMENT INFORMATION
(1) Measured Power Setting (hp)
(2) Measured Ambient Temperature (°F)
(3) Measured Engine Inlet Temperature (°F)
(4) Measured Barometric Pressure (in. Hg)
(5) Dew Point (°F)
(6) Measured Specific Humidity (Ib H20/lb air)
(7) Measured Relative Humidity
(8) Measured N, Speed (rpm)
(9) Measured N~ Speed (rpm)
(10) Measured Fuel Flow (Ibs/hr)
(11) Measured Air Flow (Ibs/sec)
(12) Measured Bleed Air Flow (Ibs/sec)(APU only)
(13) Measured Bleed Air Pressure (psia)(APU only)
(14) P. - Standard Gas Turbine Parameter
r7
(15) T. - Standard Gas Turbine Parameter
r7
- C16) HC - Concentration of^Hydrocarbons in ppm
Carbon Equivalent (equivalent propane
X3) Wet
(17) CO - Concentration of Carbon Monoxide in
ppm by Volume, Wet
(18) C0_ - Concentration of C0_ in Volume Percent,
* Wet ^
(19) NO - Concentration of Oxides of Nitrogen in
ppm by Volume (NO + N02), Wet
Page 4-57
-------
TABLE 4-13 (Contd)
(21) NO - concentration of NO in ppm by volume
(weight as NO,), wet
(22) NO, - concentration of NO, in ppm by volume,
2 wet ^
(23) Smoke Number = SN (Interpolated from SN-vs-W/A
graph where W/A =0.0230 Ib/sq in )
(24) W/A Sample No. 1 (Ib/sq in )
(25) SN Sample No. 1
(26) W/A Sample No. 2 (Ib/sq in )
(27) SN Sample No. 2
(28) W/A Sample No. 2 (Ib/sq in.)
(29) SN Sample No. 3
(30) W/A Sample No. 4 (Ib/sq in )
(31) SN Sample No. 4
(32) Comments
C. CALCULATED MODEL TEST INFORMATION
(1) HC Emission Rate (Ibs/hr)
(2) CO Emission Rate (Ibs/hr)
(3) NO Emission Rate (Ibs/hr)
jf,
(4) Fuel Flow (Ibs/hr)
(5) HC Emission Index (lbs/1000 Ib xfuel)
(6) CO Emission Index (lbs/1000 Ib fuel)
(7) N0x Emission Index (lbs/1000 Ib fuel)
Page 4-58
-------
TABLE 4-14
VARIABLE IDENTIFICATION
NTEST Number of Test Conditions
NDATE Date of Test
TIME Time of Test Run
PBARO Phoenix Barometric Pressure, in. of Hg
TAMB Phoenix Ambient Air Temperature, Deg F
RELHUM Phoenix Ambient Relative Humidity, percent
CALID . Calculation Number
TESTNO Test Number
KTEST Test Point Number
TCIFO Compressor Inlet Temperature, Deg F
HPMEAS Measured Horsepower
HPCORR Corrected Horsepower (to standard day conditions)
SHPRAT Percent Rated Horsepower
EOT Exhaust Gas Temperature, Deg F
WECO Measured Fuel Flow, Ibm/hr
FAD Fuel/Air Ratio Calc from Emissions
FHI Equivalence Ratio
XN10 Compressor Spool Speed, rpm
PCDO Compressor Discharge Air Pressure, psia
TCDF Compressor Discharge Air Temperature, Deg F
TITF Turbine Inlet Temperature, Deg F
WBLED Compressor Bleed Airflow (Meas), Ib/sec
PBLE Bleed Air Pressure,.psia
TBLEDF Bleed Air Temperature, Deg F
WMAP Compressor Map Airflow, Ib/sec
FAMAP Fuel/Air Ratio Based on Map Airflow
ELP Combustor Loading Parameter
ETA Combustor Efficiency (from Emissions)
EGP Exhaust Gas Pressure, Static, psia
CO2W Carbon Dioxide' Wet Emission Concentration, Percent by Volume
EC02 Carbon Dioxide Emission Rate, Ib/hr
GC02 Carbon Dioxide Emission Index, lb/(1000 Ib of fuel)
COW Carbon Monoxide Wet Emission Concentration, PPMV
ECO Carbon Monoxide Emission Rate, Ib/hr
GCO Carbon Monoxide Emission Index, lb/(1000 Ib of fuel)
HCHW Hydrocarbon Wet Emission Concentration (HC as CH4) PPMC
EHCH Hydrocarbon Emission Rate, Ib/hr
GHCH Hydrocarbon Emission Index, lb/(1000 Ib of fuel)
NOW Nitric Oxide Wet Emission Concentration (Weighted as NO2), PPMV
ENO Nitric Oxide Emission Rate, Ib/hr
GNO Nitric Oxide Emission Index, lb/UOOO Ib of fuel)
NO2W Nitrogen Dioxide Wet Emission Concentration, PPMV
EN02 Nitrogen Dioxide Emission Rate, Ib/hr
GNO2 Nitrogen Dioxide Emission Index, lb/(1000 Ib of fuel)
NOXW Total Oxides of Nitrogen Wet Emission Concentration,
(NO + N02) as N02» PPMV
Page 4-59
-------
TABLE 4-14 (Contd)
ENOX Total Oxides of Nitrogen Emission Rate, Ib/hr
GNOX Total OxJdes of Nitrogen Emission Index, lb/(1000 Ib of fuel)
SNT Smoke Number -at W/A = 0.0230 Ib/sq in.
WASN1 W/A Sample No. 1, Ib/sq in.
SNl Smoke Number Sample No. 1
WASN2 W/A Sample No. 2, Ib/sq in.
SN2 Smoke Number Sample No. 2
WASN3 W/A Sample No. 3, Ib/sq in.
SN3 Smoke Number Sample No. 3
WASN4 W/A Sample No. 4, Ib/sq in.
SN4 Smoke Number Sample No. 4
DUMMY Five empty files for additional data
WBELL Measured Bellmouth Flow» Ibm/sec
FABELL Fuel/Air Ratio Based on Bellmouth Flow
EGPS Exhaust Gas Pressure, Static, psig
TSECH Total Hydrocarbon Cycle Emissions, lb/1000 Ib-horsepower-hr
per cycle '
TSECO Total Carbon Monoxide Cycle Emission, lb/1000 Ib-horsepower-hr
per cycle
TSENOX Total Oxides of Nitrogen Cycle Emissions, lb/1000 Ib-horsepower-
hr per cycle
Page 4-60
-------
4.5 Emissions Sampling Probe
A tabulation of the measured fuel air ratio, calculated fuel air
ratio from gaseous exhaust emissions, and percentage difference for 28
Model TPE331 Turboprop Engines is presented in Table 4-15. All en-
gines were sampled with a probe of identical construction to Drawing
SKP32566 (enclosed in Appendix III) to verify design intent for this
program. The measured fuel air ratio was determined from engine air-
flow data obtained with an inlet bellmounth and engine fuel flow data
obtained with a turbine flowmeter. The calculated fuel-air ratio was
determined from gaseous exhaust emissions by a carbon balance.
Comparing the measured fuel air ratio with the calculated fuel
air ratio shows that 143 of the 150 points have a percentage differ-
ence less than 8.0 percent. A closer examination indicated that three
occurred on one engine. Three other test points were at the lowest
fuel air ratio tested, where small errors in measurement result in
large percentage differences.
The average percentage difference for each test condition for all
28 engines, also presented in Table 4-15, varied between 4.1 and 5.1
percent. The average percentage difference for all 140 points was
determined to be 4.5 percent. Considering the effect of measuring
equipment errors, the gaseous exhaust emission samples gathered are
representative of the exhaust gas. Therefore, this probe is con-
sidered satisfactory.
Page 4-61
-------
MtJ, /
TEST CONDITION
POWER SETTING |)
* .W.* / >V*v, Lf
\
100 PERCENT
"?. Jit
90 PERCENT
emit
70 PERCENT
ft* riir
50 PERCENT
'A fntt
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30 PERCENT
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COMPARISON OF MEASUREMENT AND CALCULATED FUEL/AIR RATIO
TABLE 4-15
-------
4.6 Sampling Transport Time
Sample transport time was mathematically determined by calcu-
lating the sample tube volume from the probe to the analyzing equip-
ment and dividing by the volumetric sample-flow rate. The calculations
are for dimensions given in Figure 4-30.
= (TTd2/4)L
where,
V = Volume of tubing
d = Inside diameter of tubing
L = Tubing length
VT = /V(0.188)2/4) x 25 x 12 + (0.436)2/4 x 30 x 12
VT = 62.076 in.3 = 0.036 ft3
T = VT/Q
where,
T = Transport time
Q = Sample flow rate (20 ft /hr std)
T = 0.036/20/3600
T = 6.5 seconds
Page 4-63
-------
ALTITUDE TEST CHAMBER WALL
SAMPLING
PROBE
STAINLESS STEEL TUBING
30 FT - 0.50 INC« O.D.
X 0.032-INCH WALL
3-WAY ELECTRICALLY ACTIVATED.
SOLENOID SWITCH
•HEATED HC VACUUM
BOOST PUMP
25 FEET STAINLESS STEEL TUBING
0.250-INCH O.D.
X 0.032-INCH WALL
TO SMOKE ANALY SE R
STAINLESS STEEL TUBING
25 FEET
0.250-INCH O.D.
X 0.028-INCH WALL
TO EMISSION ANALYSER
HEATED HC VACUUM BOOSTER PUMP
FIGURE 4-30
Page 4-64
-------
5.0 DISCUSSION AND ANALYSIS OF TEST RESULTS
5.1 GTCP85-98CK APU
Bleed-air APUs operate over a wide range of combustion system
airflows even though APUs are classified as constant speed machines.
\
The engine is loaded by increasing bleed-air flow and/or applying
shaft power loads. When applying shaft power only, the total engine
airflow passes through the combustor. Therefore, a maximum shaft-load
only point represents maximum combustor throughflow, while a maximum
bleed-air extraction point represents minimum combustor throughflow.
A combined shaft and bleed-air load is the APU normal operating mode.
Appropriate test power settings were selected to encompass the total
range of combustion system throughflow anticipated in normal service.
For an APU there is a distinction between the engine maximum load
rating and maximum load that can be applied to the engine as installed
in the aircraft. Quite often an APU has a maximum rated power capa-
bility greater than the customer can utilize. In these cases, maximum
rated power becomes a function of the installation rather than the
engine. The effect of an. installed engine test is generally an in-
crease in carbon monoxide and hydrocarbon emissions and a decrease in
NO emissions, when compared with engine emission levels at true raaxi-
a
mum thermodynamic power capability.
As a result, it was difficult to maintain a constant corrected
total power output for engine load Conditions 4 and 5 of Table 4-1,
over the range of ambient test conditions, because compressor discharge
temperature decreases with increasing simulated humidity. Since APU
total power output is a combination of shaft and bleed-air extraction
loads, the depressed compressor discharge temperature resulting from
increasing humidity, decreases the bleed-air equivalent power. Where
the bleed-air equivalent .power contribution, to the total power output,
may be expressed as follows:
Page 5-1
-------
Bleed-air equivalent power = W c (T0 - T,) x 1.416, hp
a. p <£ _L
where,
c = air specific heat at compressor discharge
W = mass airflow at the bleed-air exit port
Si
T~ = compressor discharge total temperature
£»
T-, = compressor inlet total temperature
The bleed-air exit port mass flow, and air specific heat, are
only slightly affected by changes in pressure and temperature at the
engine inlet. However, compressor discharge temperature is reduced by
increasing simulated humidity, resulting in decreased bleed-air equiva-
lent power. This means that to maintain a constant corrected total
power with increasing simulated humidity, the bleed-air mass flow dis-
charged through the bleed-air exit port must be increased. Thus, the
requirement of maintaining a constant corrected total power over the
range of engine ambient test conditions, required numerous engine ad-
justments and onsite calculations to determine if the required engine
power setting was achieved. As a result, some variations in total
engine power was unavoidably observed for load Conditions 4 and 5 over
the range of engine ambient test conditions.
Additionally, the following considerations existed:
(a) Specific heat of air entering the combustor is
increased by adding water. Specific heat of a high
humidity mixture can be increased by as much as
five percent.
Page 5-2
-------
(b) Compressor efficiency usually increases with high humidity
mixtures. However, this benefit is offset by a reduction
in engine total mass flow caused by the combined effects
of reducing engine corrected speed and increasing air
mixture physical properties.
(c) Compressor depressed discharge temperatures resulting
from the humidity simulation technique used, which
more nearly approximate water injection in droplet form,
are decreased further than that resulting from a true
ambient humidity mixture. Since bleed-air equivalent
power is dependent on bleed-port exit flow physical
properties, including temperature, the engine must be
operated at a higher power level to produce the same
corrected total horsepower.
After completing eighty-two hours of engine test operation, the
GTCP85-98CK APU was removed from the test cell and disassembled accord-
ing to teardown inspection procedures.
Teardown inspection revealed minor foreign object damage to com-
pressor section components as shown by Figures 5-1 through 5-5. An
illustration of the GTCP85 rotating group stackup is shown in Figure
5-6 (to relate the compressor components photographed to corresponding
locations in the engine).
Figures 5-1 and 5-2 indicate that the first-stage compressor
received slight foreign object damage. Figures 5-3 and 5-4 show the
second-stage compressor and housing damaged areas. Apparently, the
object was trapped between the compressor housing and second-stage
compressor leading edge where it remained until pulverized.
The exit diffuser shown in Figure 5-5 indicates that no further
engine damage occurred downstream. It was concluded that foreign
Page 5-3
-------
/"£ *•
T^y*^/-'.:
FRONT VIEW OF DUAL ENTRY
RADIAL FLOW FIRST STAGE COMPRESSOR
FIGURE 5-1
MP-50413
Page 5-4
-------
BACK VIEW OF DUAL ENTRY
RADIAL FLOW FIRST STAGE COMPRESSOR
FIGURE 5-2
P-S0494
Page 5-5
-------
BACK VIEW OF INTERMEDIATE
HOUSING ASSEMBLY
FIGURE 5-3
MP-50414
Page 5-6
-------
FRONT VIEW OF RADIAL FLOW
SECOND STAGE COMPRESSOR
HP.
FIGURE 5-4
Page 5-7
-------
FRONT VIEW OF SECOND
STAGE DIFFUSER ASSEMBLY
FIGURE 5-5
MP-50496
Page 5-8
-------
EXDUCER
BACK SHROUD
BEARING
HOUSING
TURBINE WHEEL
AND SHAFT
2nd STAGE DIFFUSER
SUPPORT
ASSEMBLY
2nd STAGE
IMPELLER
INTERMEDIATE
HOUSING
INLET HOUSING
2nd STAGE DIFFUSER
HOUSING
FIRST STAGE
IMPELLER
1st STAGE
DIFFUSER
BEARING AND
HOUSING
GTCP85 ROTATING GROUP
FIGURE 5-6
Page 5-9
-------
object damage had negligible effects on engine performance by comparing
engine performance characteristics during acceptance testing, with a
post-calibration test conducted prior to engine removal from the test
cell. Acceptance and post-calibration test results are presented in
Table 5-1. A plot of corrected fuel flow-versus-corrected total power
for the two tests is shown in Figure 5-7.
A 3 to 5 percent performance reduction was determined. Note that
some loss in performance can be expected with operating time. Also,
to satisfy test objectives, the post-calibration test was conducted at
a lower turbine discharge temperature than that specified by the ac-
ceptance test procedure. As a result, the performance comparison in-
dicates that actual loss in engine performance due to foreign object
damage was small, and within 1 to 2 percent. In all probability, the
object was ingested during engine check-out in the test cell prior to
test program initiation.
Page 5-10
-------
TABLE 5-1
GTCP85-98CK S/N36179
PERFORMANCE COMPARISON BEFORE .AND
AFTER EMISSION TESTING
Load Point 1 = 0.0 SHP + Extract Bleed-Air to 1150°F TDT
Date of test
Compressor inlet temperature
Corrected fuel flow
Corrected bleed air temperature
Corrected bleed air pressure
Corrected bleed airflow
Corrected air horsepower
Corrected shaft horsepower
Corrected total horsepower
Exhaust gas temperature
Load Point 2 « 50.0
Date of test
Compressor inlet temperature
Corrected fuel flow
Corrected bleed air temperature
Corrected bleed air pressure
Corrected bleed airflow
Corrected air horsepower
Corrected shaft horsepower
Corrected total horsepower
Exhaust gas temperature
op
LB/HR
oF
"HgA
PPM
HP
HP
HP
OF
5/22/75
83.0
265.1
437.0
99.9
128.8
259.1
0.0
259.1
1150.0
ACCEPTANCE
6/2 0/7 5 REQUIREMENT
92.0
265.5
440.0
97.7
126.2
249.6
0.0
249.6
1137.0
SHP + Extract Bleed-Air to
oF
LB/HR
op
"HgA
PPM
HP
HP
HP
op
5/22/75
86.0
273.9
440.0
104.6
113.3
227.9
50.5
278.4
1150.0
6/20/75
90.0
274.9
440.0
103.6
107.6
216.5
46.2
262.7
1143.0
100
428+25
96.7
128.0
- -
- -
- -
1150.0
1150°F TDT
100.0
- -
434+25
101.4
111.0
- -
50.0
- -
1150.0
Page 5-11
-------
ACCEPTANCE T.'ZSf
POST CALIBRATION
GTCP85-98CK FUEL FLOW VERSUS HORSEPOWER
BEFORE AND AFTER EMISSION TESTING
FIGURE 5-7
Page 5-12
-------
5.2 TPE331-3U-303 Combustor Rig Testing
5.2.1 Combustor Rig Testing at 840 Horsepower
Two baseline tests of an engine rating condition of 840 horse-
power, corrected to sea level, 59°F day, were performed at the opera-
ting conditions specified in Table 5-2. Test results, performed
with and without secondary fuel atomizers functioning, are presented
in Tables 5-3 through 5-6. Note that test operating Conditions 4
through 7 were not repeated for "primaries only" operation, since each
fuel management system is functioning identically at these conditions.
Tabulated results of turboprop combustor rig testing may be sum-
marized as follows:
(a) Table 5-3 shows the maximum combustor discharge temperature
observed with "primaries only" operation to be 2022°F for
Condition 16. Test Condition 13 would have a somewhat
higher maximum temperature but, as previously stated, this
condition required a fuel pressure exceeding facility capa-
bilities. With respect to maximum temperatures, one im-
portant fact is that in actual operation of an engine, at
a corrected sea level shaft horsepower of 840 over the
range of conditions required for this test, would cause
certain limiting engine operating temperatures to be ex-
ceeded. These temperature limiting criteria are more
fully discussed in conjunction with the second series of
tests conducted on the TPE331 combustion rig. in conclu-
sion, although the "primaries only" maximum temperatures
are higher than the normal fuel delivery system on a point
for point basis, these temperatures are not excessively
high. This is verified by the fact that test Conditions
7 and 13, for the normal system, have higher maximum tem-
peratures than the "primaries only" configuration.
Page 5-13
-------
TABLE 5-2
RIG TEST OPERATING CONDITIONS*
Verification Test Points for Operation
on Primary Fuel Atomizers Only
Test
Operating
Condition
1
2
3
4
. 5
6
7
8
9
10
11
12
13
14
15
16
To (°C)
1
5
-7
33
Po (mm)
It,
(01
10
• 760)
500
740
740
Power
Setting
Idle
(5%)
1.5 x Idle
(7.5%)
2.0 x Idle
(10%)
Approach (30%)
Cruise (70%)
Climbout (90%)
Take-off (100%
Idle
1.5 x Idle
2.0 x Idle
Idle
1.5 x Idle
2.0 x Idle
Idle
1.5 x idle
2.0 x Idle
Humidity
Hold constant
for each test
point
)
*Each conditon determined as a fraction of 840 shp takeoff rating
condition referred to sea level, static, 59°F day (shp//e~6 = 840 hp) .
Page 5-14
-------
TABLE 5-3
TPE331-3U-303 TURBINE INLET TEMPERATURE COMPARISON
Test
Operating
Condition
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Primaries
Pattern
Factor
0.317
0.259
0.229
0.13
0.131
0.123
0.119
0.275
0.364
0.384
0.332
0.289
0.242
0.300
0.312
0.277
and Secondaries
T. Max
°P
1403
1565
1802
1458
1758
1945
2031
1438
1706
1989
1234
1562
2029
1521
1717
1894
*This point was not taken due
T. Avg
4 OF
1145
1312
1528
1366
1654
1804
1885
1200
1340
1529
1000
1278
1692
1254
1396
1562
Primaries Only
Pattern
Factor
0.346
0.353
0.434
—
—
—
— —
0.298
0.307
0.379
0.345
0.424
*
0.335
0.376
0.445
T. Max
4°F
1443
1615
1970
—
—
—
—
1367
1601
1949
1281
1677
1528
1742
2022
T4 Avg
* op
1158
1281
1475
—
—
—
—
1130
1303
1505
1028
1266
1236
1365
1512
to excessive fuel pressure.
Page 5-15
-------
TABLE 5-
-------
TABLE 5-5
TPE331-3U-303 EMISSIONS COMPARISON
EMISSION INDEX - LB/1000 LB OF FUEL
Test
Operating
Condition
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Primaries
CO
68.11
73.10
73.21
6.17
0.898
0.441
0.326
51.36
67.64
85.10
64.18
79.02
27.30
66.84
78.28
74.32
and Secondaries
HC
87.13
43.63
6.34
0.342
0.166
0.150
0.149
47.07
48.57
6.06
143.60
66.11
0.124
63.0
27.35
3.92
*This point was not taken due to
N0x
3.052
3.344
4.278
12.381
13.60
13.90
14.24
2.968
2.845
3.604
2.491
3,051
4.836
3.26
3.77
4.45
Primaries Only
CO
16.87
11.52
6.79
—
—
—
—
33.71
18.35
7.77
22.76
12.33
*
13.38
8.77
5.79
HC
2.563
0.371
0.094
— —
—
—
—
4.19
0.724
0.078
2.717
0.557
0.415
0.107
0.081
N0x
4.57
4.78
5.10
__
—
—
—
3.71
3.98
4.41
4.20
4.73
4.77
5.24
5.38
excessive fuel pressure.
Page 5-17
-------
TABLE 5-6
LANDING TAKEOFF CYCLE COMPARISON
(Lb/lOOO Hp-Hr-cycle)
Primaries Plus
Secondaries
(RIG)
HG - 59.57
CO - 48.2
NO - 9.59
A.
Primaries Only
CRIG)
HC - 1.72
CO - 12.21
NO - 10.33
Ji
Primaries Plus
Secondaries
(Avg of 6 Engines)
HC - 58.5
Co - 46.5
N0v - 8.06
ji
1979 Emissions Standard
HC - 4.9
CO - 26.8
N0v - 12.9
Ji,
Q
Ul
H
00
-------
(b) Although pattern factors, near idle, and average
combustor discharge temperatures are higher for the
"primaries only" configuration than the normal fuel
injection system, Table 5-3 shows that these values
are not excessive. Further, being near idle the
pattern factors have less importance.
(c) Table 5-4 shows that the fuel-air ratio, calculated from
emissions and that actually measured, are within 3 per-
cent of each other. This result indicates that repre-
sentative exhaust emission samples were taken.
(d) Table 5-4 shows that combustion efficiency increased
from 5 to 14 percent for the "primaries only" config-
uration. Also, normal fuel injection system results
from the rig testing compare well with average engine
results.
In conclusion, these data indicate that a TPE331 turboprop engine
could be operated at 840 corrected shaft horsepower, over the range
of ambient test conditions specified, using the "primaries only" fuel
injection system for near idle operation. Additionally, this system
allows the TPE331 to meet 1979 aircraft emission standards without
detrimental effect on combustor performance or engine durability.
5.2.2 Combustion Rig Testing at 706 Horsepower
As explained in subsections 4.2 and 4.3, the turboprop combustor
rig testing, listed in Table 5-2, was repeated for a derated 706 maxi-
mum corrected shaft horsepower with and without secondary fuel atomi-
zers to prevent turbine interstage overtemperature during subsequent
engine testing. Results of this test series is presented in Tables
5-7 through 5-10. The test results generally follow the conclusions
from the 840 (maximum) corrected shaft horsepower testing discussed
Page 5-19
-------
TABLE 5-7
TPE331-3U-303 INLET TEMPERATURE COMPARISON*
Test
Operating
Condition
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
PRIMARIES + SECONDARIES
P.F.
0.476
0.417
0.365
0.126
0.129
0.102
0.093
0.400
0.392
0.480
0.484
0.483
0.416
0.440
0.436
0.435
T. Max
4 op
1342
1478
1619
1441
1687
1798
1884
1375
1510
1791
1185
1302
1811
1472
1633
1777
T. Avg
4 OF y
1016
1140
1274
1354
1571
1694
1781
1077
1178
1318
894
973
1365
1133
1247
1348
PRIMARIES ONLY
P.F.
0.327
0.338
0.324
.
—
--
—
0.316
0.328
0.347
0.378
0.358
0.397
0.325
0.309
0.333
T4 Max
1394
1547
1699
—
—
—
—
1386
1540
1773
1250
1360
1908
1498
1622
1800
T4 Avg
1132
1240
1364
—
—
— -
— -
1133
1241
1401
988
1079
1449
1220
1325
1440
*Based on derated 706 shp//0"<5 (maximum).
Page 5-20
-------
TABLE 5-8
TPE331-3U-303 COMBUSTION EFFICIENCY COMPARISON*
Test
Operating
Condition
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
PRIMARIES + SECONDARIES
f/a emis.
0.0116
0.0133
0.0152
0.0095
0.0128
0.0148
0.0164
0.0119
0.0139
0.0167
0.0102
0.0111
0.0176
0.0128
0.0146
0.0165
f/a calc.
0.0119
0.0137
0.0160
0.0093
0.0128
0.0146
0.0159
0.0122
0.0141
0.0169
0.0103
0.0117
0.0180
0.0129
0.0148
0.0168
ncomb
90.09
93.18
95.75
99.83
99.95
99.97
99.98
96.59
95.50
96.57
87.09
88.80
97.42
94.16
95.83
97.11
PRIMARIES ONLY
f/a emis.
0.0110
0.0125
0.0145
—
—
—
—
0.0113
0.0130
0.0153
0.0094
0.0106
0.0164
0.0118
0.0134
0.0152
f/a calc.
0.0110
0.0126
0.0146
—
—
—
—
0.0114
0.0129
0.0155
0.0093
0.0106
0.0166
0.0118
0.0135
0.0163
comb
98.71
99.26
99.65
—
—
—
—
97.81
98.70
99.38
98.39
99.01
99.76
99.44
99.65
99.77
*Based on derated 706 shp//e",6 (maximum).
Page 5-21
-------
TABLE 5-9
TPE331-3U-303 EMISSIONS COMPARISON*
Emission Index - Lb/1000 Lb Fuel
Test
Operating
Condition •
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Primaries and Secondaries
CO
64.05
67.88
83.73
6.30
1.63
1.02
0.73
47.28
58.23
79.73
63.66
68.86
73.87
61.34
74.04
80.89
HC
95.81
59.51
26.05
0.26
o.ii
0.10
0.04
26.22
35.66
17.71
130.1
109.2
9.64
50.11
27.66
11.29
NOX
2.95
2.09
4.06
13.69
14.40
14.54
14.79
3.38
3.27
3.57
2.82
3.08
4.20
3.82
4.14
4.29
Primaries Only
CO
25.41
19.29
12.25
—
—
—
—
40.15
30.06
19.46
28.55
22.06
9.18
17.52
12.32
8.85
HC
7.85
3.29
0.77
—
—
—
—
14.23
6.76
1.83
10.73
5.38
0.26
1.72
0.65
0.22
NOX
4.50
4.88
5.23
—
—
—
—
3.61
3.75
4.20
4.11
4.53
5.26
5.18
4.94
5.25
*Based on derated 706 shp//F6 (maximum) .
Page 5-22
-------
TABLE 5-10
LANDING TAKEOFF CYCLE COMPARISON
(Lb/1000 Hp-Hr-Cycle)
840 S.L. Corrected SHP
(D
or
I
N>
CJ
Primaries Plus
Secondaries
(RIG)
HC - 59.57
CO - 48.2
NO - 9.59
X
Primaries Only
(RIG)
HC - 1.72
CO - 12.21
NO - 10.33
X
Primaries Plus
Secondaries
(Avg of 6 Engines)
HC - 58.5
CO - 46.5
NO - 8.06
X
1979 Emissions Standard
HC - 4.9
CO - 26.8
NO - 12.9
X
706 S.L. Corrected SHP
HC - 74.77
CO - 52.19
NO - 11.08
X
EC - 5.70
CO - 20.31
NO - 11.98
X
HC - 4.9
CO - 26.8
NO - 12.9
a
-------
above. Table 5-7 indicates the maximum temperature observed for
operation on "primaries only" to be 1908°F for Condition 13. This
temperature, along with the observed pattern factor and average com-
bustor discharge temperature/ is within safe engine operating limits.
A 1 to 2 percent decrease in combustion efficiency, at the near
idle conditions, was noted for the "primaries only" configuration from
the 840 shp test to the 706 shp test. This trend was reflected as a
general increase in CO and HC emission indices for the 706 shp test.
This was expected since fuel flows and pressures are lower, and com-
bustion loadings are higher for the derated power testing.
Comparing the Landing Takeoff (LTO) cycle emissions with the 1979
emission standards (Table 5-10) shows that emissions from the "pri-
maries only" mode of operation, for derated testing, are somewhat
higher than the maximum rated condition test, and the 1979 HC standard
is exceeded. This was expected since the total horsepower factor was
lower, and combustion efficiency was 1-2 percent lower, than in maximum
rated power testing. In summary:
o The TPE331-3U-303, operating on "primaries only"
at idle, can meet the 1979 EPA P2 turboprop stand-
ards at the rated 840 shp//6~6 load condition.
o The engine can be safely operated over the test con-
ditions of Table 4-10 at a reduced load condition of
706 shp//e"6.
o Engine and rig tests reflect good agreement relative
to comparing emissions levels.
Page 5-24
-------
5.3 Turboprop Engine Testing
The turboprop engine testing was originally to be conducted with
a TPE331-3U-303, S/N 00304. As previously stated in Section 4.3.1,
this engine sustained considerable damage to the rotating group due
to support test equipment failure during installation checkout, tests.
In an effort to expedite the testing, the TPE331-3U-303 was replaced
with a TPE331-5-251M. No test program .changes were required since
the TPE331-5-251M had the same combustion system, internal aero-
dynamic configuration, and thermodynamic cycle performance as the
TPE331-3U-303. The major differences between the two engines were
the location of the compressor inlet and rotation of the output shaft.
The Engine (Model TPE331-5-251M) successfully completed the test
program with only minor engine instrumentation problems. None of the
problems affected the emissions sampling measurements or engine oper-
ation and performance. Pre- and post-test performance calibrations
were conducted to determine the extent of performance deterioration.
The plotted results of these two tests are presented in Figure 5-8.
The plot shows tno performance deterioration.
Page 5-25
-------
500
450
400
350
300
as
fn
ft. 250
BE"
200
150
100
50
0
C
/
6
/
/
g/
/
j
K
/
z
O PF
D PO
/
£> TEST
ST TEST
rS
X
CALIBRE
CALIBR
O
LTION
AT ION
) 100 200 300 400 500 600 700 800 900
SHP//05 (CORRECTED TO S.L.,59°F DAY)
FUEL FLOW VS. CORRECTED S.L.,59°F
SHAFT HORSEPOWER
FIGURE 5-8
Page 5-26
-------
6.0 CONCLUSIONS AND RECOMMENDATIONS
6.1 Conclusions
6.1.1 Gaseous Emissions Sample Transport Time
The two-second gaseous emissions sample transport time is con-
sidered restrictive since the maximum sample line length (80 feet with
an inner diameter of 0.250 inch) would have a transport time of approx-
imately 10 seconds for a representative sample flow rate of 10 cubic
feet per second. Although the sample flow rate could be increased by
bypassing the additional flow, this technique is limited by capacity
of the sampling equipment pumps and the corresponding increased pres-
sure drop losses. Further, a minimum sample flow rate of 50 cubic
feet per second would be required to meet the transport time specifi-
cation for the sample line described. This is beyond the capacity of
most emissions sample equipment pumps.
6.1.2 APU Engine Testing
o APU testing was conducted without major incident
with all required emissions data inspected graphically,
reduced, and transmitted to Calspan Corporation.
o The method utilized for calculating bleed-air equivalent
horsepower creates problems in determining engine load
conditions due to the varying inlet ambient conditions.
Bleed-air mass flow, and air specific heat, are dependent
on ambient conditions at the engine inlet. If compressor
discharge temperature is reduced by increasing simulated
humidity, the effect is to reduce the equivalent air
horsepower. To maintain constant corrected total horse-
power, mass flow through the bleed-air system must be.
increased. Thus, maintaining a constant corrected total
Page 6-1
-------
horsepower, over the range of inlet ambient conditions
tested, necessitated readjustments and calculations to
set up the required engine power settings.
o Power setting requirements for measuring APU emissions
can be ambivalent relative to typical APU load-cycle
operation in airline service. For example, ambient test
Conditions 4 and 5 meet the maximum-load condition spe-
cifications defined in the 40 CFR 87.63. This is possible,
because maximum-load can be satisfied with an unlimited
number of bleed-air/shaft power (combination) loads.
Ambiguity exists because the "maximum-load condition" can
be related to aircraft installation power output, or engine
manufacturers rated power output, which are usually not the
same. As a result, the generalized load condition speci-
fications in the Federal Register -permit combustor para-
meters to vary considerably while power output remains
within specifications. The "correction factor", as defined
for the APU, may therefore apply only for the range of power
settings actually tested.
o Slight deterioration in APU engine performance was
observed from a post-calibration test. A deterioration
of 1 to 2 percent was attributed to foreign object damage
and normal wear. The amount of performance degradation
was considered insignificant.
6.1.3 TPE331 Combustor Rig Testing
o The combustor rig tests verified that the "primary fuel
atomizers only" fuel management system could be safely
used in the turboprop engine, over the range of ambient
conditions required, without adversely affecting compo-
nent performance.
Page 6-2
-------
o Combustor rig tests indicated good agreement, relative
to gaseous emission levels, with previously sampled
TPE331 engines.
o The TPE331 (840 shp model), operating on "primaries
only" at taxi idle, can meet the 1979 EPA P2 class
turboprop emission standards at a rated 840 shp//6^6.
6.1.4 TPE Turboprop Engine Testing
o After substitution of Model TPE331-5-251M for
TPE331-3U-303, engine testing was conducted with-
out major incident. All required data was graph-
ically inspected, reduced, and transmitted, in an
acceptable form, to Calspan for further analyses.
o The TPE331-5-251M turboprop indicated no performance
deterioration during testing.
o The landing take-off (LTO) cycle emissions values
indicated that the TPE331-5-251M, operating on
"primaries only" at taxi idle, can meet the 1979 EPA
P2 class turboprop emission standards at all ambient
test conditions.
Page 6-3
-------
6.2 Recommendations
The following recommendations are based on test program experience:
o It is recommended that consideration be given to eliminate
extreme high and low temperatures and high humidity test
conditions in future work. These points tend to result in
vapor condensation or localized icing unless a dispropor-
tionately large amount of time and care are taken in set-
ting up the test conditions.
o It is recommended that additional engine testing be
conducted on low and high bypass ratio thrust engines,
additional power classes of the turboprop engine, and
additional power classes and operating conditions of
APUs. This testing is necessary since the applicability
of ambient correction factors, to emissions levels from
this program, to other engine classes and other types of
gas turbine engines is not known.
o It is recommended that studies of an APU duty cycle, and
thermodynamic cycle, be performed to establish pertinent
test conditions for emission sampling.
o It is recommended that the gaseous emission sample trans-
port time be increased to a maximum of 10 seconds.
o It is recommended that the CO and CO2 sample system be
permitted to have a water trap for taking "dry" measure-
ments only. This system would have a two-fold advantage:
Page 6-4
-------
(1) The non-dispersive infrared equipment would be
less subject to water-related interference
problems.
(2) Condensation would not form in areas that are
difficult to heat, such as flowmeters. This is
particularly a problem with water-injected
engines.
Preliminary test data indicates that the difference
between "wet" and "dry" CO and CO- readings are less
than instrumentation reproducibility (+1 to 2 percent).
Alternatively/ allowing the system to use a water trap,
while the engine is stabilizing on condition/ then by-
pass the trap when taking a data point would minimize
condensation intake.
Page 6-5
-------
APPENDIX I
EMISSIONS ANALYZERS
PRINCIPLES OP OPERATION
Appendix I
-------
A. ANALYZER INSTRUMENTATION
This section reviews the gas analyzers and their principles of
operation as used to conduct emissions measurements at AiResearch
facilities.
A.I Heated Hydrocarbon Analyzer (Beckman Model 402)
The hydrocarbon analyzer, Figure I-l/ is designed to measure the
total hydrocarbon contents of exhaust emissions from gasoline, diesel,
gas turbine, and jet engines. The analysis is based on flame ioniza-
tion, a highly sensitive detection method.
The instrument consists of:
(1) Heated, temperature-controlled sample line.
(2) Analyzer unit, incorporating a flame-ionization detector and
associated sample-handling system, with critical sample-
handling components contained within a temperature-
controlled oven.
(3) Electronics unit, containing an electrometer amplifier and
associated circuitry, readout meter, and recorder output
provisions. The electronics unit is attached directly to
the analyzer unit as shown in Figure 1-1.
Sample from the source is drawn into the analyzer through the
sample line. To prevent the loss of higher-molecular-weight hydro-
carbons, the sample is maintained at an elevated temperature during
its passage through the sample line and the interior of the analyzer.
Temperature setpoint for the sample line and the analyzer oven will be
approximately 329CF for the tests carried out according to the plan.
Appendix I
Page 1-1
-------
Access Door for Bur
Sample Pump, and G
Selector Valve
Access Door for
Sample Filter
* NOTE: Electronics Unit may be detached from Anolyler
75 feet.
ELECTRONICS UNIT *
A. ANALYZER UNIT
4. SAMPLE/CALIBRATE
Gas Selector Valve
3. Sample Bypass
Flowmeter
12. SPAN Gai
Flow Control Vol
11. ZERO Gos
FlowControl Valve
10. SAMPLE Gas
Pressure Gauge
9. SAMPLE Gas
Pressure Reguloto
8. FUEL Gos
Pressure Gauge
7. FUEL Gai
Pressure Regulator
6. AIR Pressure
Gauge
5. AIR Pressure
Regulator
HYDROCARBON ANALYZER (BECKMAN MODEL 402)
(COURTESY BECKMAN INSTRUMENTS, INC.)
FIGURE 1-1
Appendix I
Page 1-2
-------
The hydrocarbon sensor is in a burner where a regulated flow of
sample gas passes through a flame sustained by regulated flows of a
fuel gas and air. The flame formed when fuel gas (hydrogen diluted
with an inert gas) burns in air contains an almost negligible number
of ions. Introduction of traces of hydrocarbons into such a flame,
however, produces a large amount of ionization. Within the flame,
the hydrocarbon components of the sample stream undergo ionization,
producing electrons and positive ions. Polarized electrodes collect
these ions, causing current to flow through measuring circuitry
located in the electronics unit. The ionization current is propor-
tional to the rate at which carbon atoms enter the burner and is
therefore a measure of the concentration of hydrocarbons in the
original gas sample.
The flow diagrams for the analyzer and burner are shown in
Figure 1-2. A stainless-steel bellows-type positive displacement
pump of four ct ft/hr capacity draws the sample into the analyzer and
through a glass fiber filter that removes particulate matter. The
sample is then supplied to the burner under positive pressure. An
internal sample-bypass arrangement provides high-velocity sample flow
through the analyzer, thus minimizing system response time. A front-
panel flowmeter indicates bypass flow. Since the ionization level is
related to the flow rate of sample through the flame, pressure must
be set to read a sample pressure identical to the calibration gas
pressure. The analyzer has rear-panel inlet ports for connection of
suitably pressurized zero and span standard gases. Flow of each
standard gas is controlled by a corresponding front-panel needle
valve. A front-panel three-way valve permits selection of either the
actual sample or the desired standard gas (i.e., "zero gas" or "span
gas" referenced in Figure 1-2) used in calibrating the instrument.
The oven, which uses air-bath heating, is maintained at the selected
temperature by a solid-state temperature controller utilizing
a thermistor sensor. A vertical partition divides the oven into
Appendix I
Page 1-3
-------
AIR
FILTER
REGULATOR RESTRICTS
SOLENOID 6AU"
REGULATOR RESTRICTOR I
SAMPLE f"
""•eT I
TEMPERATURE-CONTROLLED!
SAMPLE LINE
TEMPERATURE-
CONTROLLED OVEN
FLOWMETER
VALVE
CHIMNEY
ICNITOR DISCHARGE POINTS
THERMISTOR SENSOR FOR
BURNER-FLAMEOUT/FUEL-
SHUTOFF CONTROL CIRCUIT
SHIELD ASSEMBLY
ANODE TERMINAL
COLLECTOR ASSEMBLY
ELECTRODES
HOUSING
JET
AIR INLET
SAMPLE INLET
FLOW DIAGRAM
SPECIFICATIONS
Analysis Temperature Adjustable from 200 • F lo 400 • F
Line Voltage 10T-127 VAC SO/60 Hi.
1000 wans man.'
Ambient Operational
Temperature 32*Fto110'F
Ambient Operational
Humidity 95% R.H.
Polentiometric Output 10 mV. 100 mV. IV
Sensitivity 5 ppm to 10'. lull scale as CH.
with Hj/N, or H,/H« Fuel
Ranges XI. X5. X10. X50. X100. X500.
X1000, XSOOO with continuous
electronic spjn adjustment
Response Less than 1 second for 90% ol
linal reading (with CH, Irom ana-
lyzer input without sample prose)
Electronic Stability ... zi% fu« scale/24 hrs. with less
than 10" ambient temperature
change
Repeatability ~i% lull scale tor successive
samplej
Temperature Controlled
Piot>» 10 (L length, teflon surface in con-
tact with sample (proportional
temperature controlled and ad-
justable Irom 200"F to tod' F)
BURNER DIAGRAM
HEATED HYDROCARBON ANALYZER SPECIFICATIONS AND DIAGRAMS
(FIGURES COURTESY OF BECKMAN INSTRUMENTS, INC.]
FIGURE 1-2
Appendix I
Page 1-4
-------
two compartments with separate doors. The left-hand compartment con-
tains the burner, the sample pump, and the three-way gas-selector
valve. The right-hand compartment contains only the sample filter and
permits access to the filter without disturbing temperature equilib-
rium of the other elements.
Within the analyzer, the fuel gas is routed to the burner through
a solenoid valve controlled by the burner-flameout/fuel-shutoff cir-
cuitry. A thermistor sensor continuously monitors the status of the
burner flame. In event of flameout, the valve closes to stop the flow
of fuel gas; simultaneously, a front-panel indicator illuminates to
alert the operator.
The electronics unit has front-panel controls for range selec-
tion and adjustment of zero and span. Readout is on a front-panel
meter calibrated linearly from 0 to 100. In addition, a selectable
output of 10 mv, 100 mv, or 1 volt is available to drive a voltage-
type recorder.
A.2 Chemiluminescent/NO - NO Analyzer
_ _ . .. X
The chemiluminescent analyzer is packaged as four separate units:
(1) control unit, (2) an analyzer unit, (3) a reaction chamber mechan-
ical vacuum pump, and (4) a converter for the thermal conversion of
NO2 to NO. For these tests, a Thermo Electron Corporation analyzer
model 10A was used, which was operated in the NO and NO modes.
X
A typical arrangement of the Model 10A chemiluminescent analyzer
is shown in Figure 1-3. Other equipment needed for use with the ana-
lyzer are the NO and N02 standard gases, an oxygen source for the
ozone generator, and an accumulator and suitable sample bypass pump to
provide two to two and one-half cu ft/hr sample flow.
The control unit contains the switch for selection of sensitivity
from seven available full-scale ranges (10, 25, 100, 250, 1000, 2500,
and 10,000 ppm) and potentiometers which provide for instrument
calibration.
Appendix I
Page 1-5
-------
ange Sensor Switch
-PPM meter
i
Calibrate (Gain)
djustment
Photomulti plie r
Dark Current
(Background)
Suppression
NO -to-NO
onverter Power
ANALYZER UNIT
Main AC Power
CONTROL UNIT
MP-3025Z
MODEL 10 CHEMILUMINESCENT ANALYZER
(CONTROL AND ANALYZER UNITS)
MODEL 10A CHEMILUMINESCENT ANALYZER
(CONTROL AND ANALYZER UNITS)
FIGURE 1-3
Appendix I
Page 1-6
-------
The analyzer unit contains the reaction chamber, the photo-
multiplier tube, the ozonator, the ozonator power supply, the oxygen
and gas sample lines, capillaries, and pressure regulators.
Figure 1-4 presents a schematic drawing of the entire chemilumi-
nescent instrument with the portion inside the dashed rectangle repre-
senting the analyzer unit. The heart of the analyzer is the cylin-
drical reaction chamber where sample gas containing NO molecules mixes
with 02 molecules from the ozonator. Electronically excited N0_ mole-
cules are created that emit light (chemiliminescence) as the orbital
electrons decay to their ground states.
The chemiluminescence is monitored through an optical filter by
a high sensitivity photomiltiplier positioned at one end of the
reactor. The filter-photomultiplier combination responds to light in
a narrow wavelength band unique to the desired electron decay. Sample
flow is controlled so that the output from the photomultiplier is
linearly proportional to the NO concentration.
Oxygen, O , enters the analyzer unit, passing through a pressure
regulator that is used to regulate the flow rate, and enters the
ozonator. A fraction of the O» is converted to O3, and the mixture
passes through an orificing glass capillary to the reaction chamber.
Sample gas enters the instrument, passing through another glass
capillary, and is bled off to the reaction chamber. That portion of
the entering sample not diverted to the reaction chamber passes
through a front panel flowmeter adjusted to two standard cubic feet
per hour and a regulator to the instrument exhaust system. A bypass
pump is used to pull the sample through the instrument. That portion
of the entering gas sample diverted toward the reaction chamber is
directed to the rear of the analyzer unit, where the sample gas will
Appendix I
Page 1-7
-------
hd >
0> >C
vQ 13
(D fl> '
3
H CL
I H-
oo X
VACUUM PUMP
JL
LEGEND
[SIEVE
•ELECTRICAL CONNECriON
GAS CONNECTION
-IP
CAPILLARY
0.008 X 1 1/2 IH.
TC GAUGE |
OXYGEN
VALVE
PHOfOf'iULTIPLlER
REFERENCE
REACTION
'GiAMBER
^ • f
V
SAMPLE
VALVE
-OPTICAL
FILTER
OXYGEN
REGULATOR
H0¥ ANALYZER UNIT
x
OXYGEN
t
CAPILLARY
0.005 X
1 1/8 IH.
SAMPLE
BYPASS AIR
CHEMILUMINESCENT ANALYZER
FIGURE 1-4
-------
enter the converter if the instrument is operating in the NO mode
X
(i.e., NO - N02 mixture mode) . As explained below, use of the con-
verter is unnecessary if the instrument is operating in the NO mode.
The basic chemiluminescent analyzer is only sensitive to NO mole-
cules, as opposed to NO_ molecules, since 0, does not react with NO_
to create chemiluminescence. Therefore, to measure NO (NO- + NO),
X £
the NO- must first be converted to NO.. The conversion is accomplished
by passing the sample gas through the converter, a thermally-insulated
resistance-heated stainless steel coil at 1292°F. With the applica-
tion of heat, NO- molecules in the sample gas are reduced to NO mole-
cules. Two three-way valves located on the front of the converter
direct the sample gas either through the converter to measure NO or
rft
past the converter to measure NO.
A mechanical vacuum pump is supplied to evacuate the analyzer
reaction chamber to pressures in the 12 torr range. A metal bellows
hose connects to a molecular sieve installed above the mechanical
pump. The purpose of this sieve is to absorb 0_ in order to prevent
breakdown of the pump oil.
The gas sample is pulled through the instrument by a small dyna-
pump, after which it is exhausted to ambient. This pump improves the
overall system response by moving the flow in the main sample line by
about 2.0 liters per minute, while each instrument in the analyzer
group removes flow from the main sample line at a much lower rate.
Appendix I
Page 1-9
-------
A.4 Non-Dispersive Infrared (NDIR) Analyzers for CO - CO-
To measure the differential absorption of infrared energy, this
instrument employs a double-beam optical system contained in the
analyzer section. A simplified functional diagram and instrument
specifications are shown in Figure 1-5.
Two infrared sources are used, one for the sample energy-beam,
the other for reference energy-beam. The beams are blocked simul-
taneously ten times per second by the chopper, a two-segmented blade
rotating at five revolutions per second. In the unblocked condition,
A of Figure 1-5 each beam passes through the associated cell and into
the detector.
The sample cell is a flow-through tube that receives a continuous
stream of sample. The reference cell is a sealed tube filled with a
reference gas. This gas is selected for negligible absorption of
infrared energy of those wavelengths absorbed by the sample component
of interest.
The detector consists of two sealed compartments separated by a
flexible metal diaphragm. Each compartment has an infrared-
transmitting window, to permit entry of the corresponding energy-beam.
Both chambers are filled, to the same sub-atmospheric pressure, with
the vapor of the component of interest. Therefore, each chamber will
absorb infrared energy from its source and will respond.
The response of the two detector chambers differs, since in
operation the presence of the infrared-absorbing component of interest
in the sample streams leaves less energy available for the correspond-
ing detector chamber. There is, thus, a difference in energy levels
between the sample (containing the component of interest) and the
reference (non-absorbing) sides of the system. This energy difference
results in the following sequence of events.
Appendix I
Page 1-10
-------
SPECIFICATIONS
MAXIMUM ZERO DRIFT:
± \Tc of full scale per 8 hours.
MAXIMUM SPAN DRIFT:
- 1% of full scale per 24 hours.
SENSITIVITY:
0.5% of full scale.
ACCURACY:
±1%.
AMPLIFIER RESPONSE SPEED:
90% response in 0.5 second.
AMBIENT TEMPERATURE RANGE:
IR315, IR315L, -20" to -M20°F.
OUTPUT (Options Available):
Current output—0 to 5 ma into 500 ohms maximum.
Voltage output—Adjustable to match any potentiometric
recorder having a span of between 1 and 100 mv.
VOLTAGE AND FREQUENCY
(Options Available) :
115 ±15 volts, 60 ±0.5 Hz (cps) ; or
115 ±15 volts, 50 ±0.5 Hz (cps).
MAXIMUM POWER CONSUMPTION
IR315. 530 watts; IR315L, 640 watts.
MAXIMUM SEPARATION OF AMPLIFIER
CONTROL SECTION AND
ANALYZER SECTION
500 feet.
SHIPPING WEIGHT:
IR315S. 115 pounds; IR315L, IVOpounds.
NET WEIGHT:
IR315S. 85 pounds ; IR315L, 120 pounds.
CATALOG NUMBERS:
95700 Model IR315S Infrared Analyzer CShort Path)
95701 Model 1R315L Infr».rpd Analyzer (Long Path)
Non-Absorbing
XvJ
Infrared-Absorbing
Molecules
Reference
Source
otor -
u
*¥"
c
^
u
•11411*
Sample In
;—- Sample Out
-
*~~~ Sample In
Sample Out
To Amplifier/Control Section
NON-DISPERSIVE INFRA-RED ANALYZER
SECTION SPECIFICATIONS AND
FUNCTIONAL DIAGRAM
FIGURE 1-5
MP-30253
Appendix I
Page I-ll
-------
(1) Radiant energy absorption: In the sample cell through which
the infrared radiation passes on the way to the sample
chamber of the detector, part of the original energy of the
sample infrared beam is absorbed by the component of inter-
est present in the sample. In the reference cell, however,
absorption of infrared energy from the reference beam is
negligible, and the energy of this reference beam is higher.
(2) Temperature effect: Inside the detector, each beam heats
the gas in the corresponding chamber, because of absorption
of infrared energy by the component of interest. The gas in
the reference chamber is heated to a higher temperature,
however, since the energy available from the reference beam
is higher.
(3) Pressure effect: The higher gas temperature in the refer-
ence chamber raises the pressure of this compartment above
that of the sample chamber.
(4) Mechanical energy effect: The higher gas pressure in the
reference chamber distends the diaphragm toward the sample
chamber. The energy difference between the two chambers in
thus expended in flexing the diaphragm.
(5) Capacitance effect: The diaphragm and an adjacent station-
ary metal button (see Figure 1-5} constitute a two-plate
variable capacitor. Distention of the diaphragm away from
the button decreases the capacitance.
When the chopper blocks the beams, as in B of Figure 1-5, pres-
sures in the two chambers equalize, and the diaphragm returns to the
undistended condition. As the chopper alternately blocks and unblocks
the beams, therefore, the diaphragm pulses, thus changing detector
Appendix I
Page 1-12
-------
capacitance cyclically. The detector signal is passed through the
electronic circuitry, where it is treated and sent to a meter and
recorder.
The meter reading is a function of the concentration of the
component of interest in the sample stream. When the instrument is
put into operation, it is adjusted so that a reading of zero or any
desired arbitrary reading corresponds to a concentration of zero per-
cent of the component of interest, while a fullscale reading corre-
sponds to the highest concentration in the operating range covered.
Each instrument is provided with a calibration curve for converting
meter readings to concentrations.
Appendix I
Page 1-13
-------
APPENDIX II
Representative Emissions Oscillograph Trace
(Attachment 1)
Laboratory Test Data Sheets
(Attachment 2)
Typical Emissions Data Presentation Format
(Attachment 3)
Appendix II
-------
•TEST HATE
ENGIHE MODEL
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fit-"
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COMPRESSOR pISCHARGE TEMPERATURE
•55*
167
EXHAUST GAS TEMPERATURE
op
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EXHAUST GAS PRESSURE
H2O
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BELLMOUTH INLET TEMPERATURE
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BLEED AIR PRESSURE
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ENGINE BLEED FLOW AIR
,-BLSED ORIFICE PRESS ORE
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BLEED ORIFICE -AP
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OF
HATER FLOW
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2*2.
TEST CEUujCJJtee--*. PLOW ROTOMETER NO..t^ -
TEST OPERATORS S7twtgr~-0i*r WATER FLCWMETER SO. 4M- »* -
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EFFECTS PROGRAM
AResearth Manufacturing Company of Arizona
-------
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Typical Format for Emissions Data Presentation.
-------
APPENDIX III
Attached Drawings:
Emissions Sampling Probe - SKP32566
TPE331 Combustor Rig Assembly - SKP16260
Appendix III
-------
PART
NUMBER
•«o»m» w '«( GAMETT WOKATION lict'l IO» WG«*1
INUIW. Iwt
01 MSCIOMD 01 UMO «*
wiiM
THt CAKRen CORrODATION
— DiA TO SUIT
FOE WELDING
DlA TO SUIT
FOB tfJELD/MG,
12. HOLE.S
FITTIM&
PEE MS 33t.SG.-4-
31I.OO DlA STOCK.
^DIA TO SUIT
FOR WELDING
I ) I.CO DlA x. .OZS WfllX TUBE
REDUCED PRINT
.
". . •. , . . ; ''
PROBE,
EMISSIONS SAMPLING
PEE
WELD PE.C ^lEESEARCH WBS SOI8.
I. SKAU. CONFOffl TO HI RESEARCH SC6001 IWCHIIO FEATURB
-------
TECHNICAL REPORT DATA
(Mease read Intlructions on Ilie reverse before completing)
1. REPORT NO.
EPA 460/3-76-00.9-a
3. RECIPIENT'S ACCESSION-NO.
4. TITLE AND SUBTITLE
Determination of the Effects of Ambient
Conditions on Aircraft Engine Emissions
Engine Testing - GTCP85 APU, TPE331 Turboprop
5. REPORT DATE
6. PERFORMING ORGANIZATION CODE
December 19. 1976
7. AUTMOR(S)
G. A. Slogar
8. PERFORMING ORGANIZATION REPORT NO.
75-311636
9. PERFORMING ORGANIZATION NAME AND ADDRESS
10. PROGRAM ELEMENT NO.
AiResearch Manufacturing Company of Arizona
A Division of the Garrett Corporation
402 South 36th Street
Phoenix, AZ 85034
11. CONTRACT/GRANT NO.
68-03-2156
12. SPONSORING AGENCY NAME AND ADDRESS
U.S. Environmental Protection Agency
Office of Air and Water Programs
Office of Mobile Source Air Pollution Control
Emission Control Tech. Div.,Ann Arbor,MI 48105
13. TYPE OF REPORT AND PERIOD COVERED
Final De-c- 1974-Dec 1975
14. SPONSORING AGENCY CODE
15. SUPPLEMENTARY NOTES
16. ABSTRACT
Under Environmental Protection Agency contract number 58-03--2156,
AiResearch Manufacturing Company of Arizona, a Division of the
Garrett Corporation, conducted full scale engine tests on a
GTCP85-98CK Auxiliary Power Unit and a TPE331-5-251M Turboprop
engine. The purpose of this program was to measure exhaust
emission of HC, CO, CO2, NOX, and smoke at controlled (temperature,
humidity, and pressure) engine inlet conditions. This data along
with other available data will provide the data base for the
determination of the effects of ambient conditions on gas turbine
engines.
17.
j.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
Air Pollution
Aircraft
Turbines
Emission Measurement Procedures
b. IDENTIFIERS/OPEN ENDED TERMS
COSATI Field/Group
1C
21E
7
13. DISTRIBUTION STATEMENT
Release unlimited
19. SECURITY CLASS (This Report)
Unclassified
21.
PAGES
20. SECURITY CLASS (This page)
Unclassified
22. PRICE
EPA Form 2220-1 (9-73)
------- |