vvEPA
United States
Environmental Protection
Agency
EPA-600/R-09/130
October 2009
Characterization of Emissions
from Commercial Aircraft
Engines during the Aircraft
Particle Emissions experiment
(APEX) 1 to 3


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Characterization of Emissions from Commercial
Aircraft Engines during the Aircraft Particle
Emissions experiment (APEX) 1 to 3
John S. Kinsey, QEP
Principal Investigator
Office of Research and Development
National Risk Management Research Laboratory
Research Triangle Park, NC 27711
Office of Research and Development
U.S. Environmental Protection Agency
Washington DC
October 2009

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EPA Review Notice
This report has been peer and administratively reviewed by the U.S. Environmental Protection Agency
and approved for publication. Mention of trade names or commercial products does not constitute
endorsement or recommendation for use.
This document is available to the public through the National Technical Information Service, Springfield,
Virginia 22161.

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Foreword
The U.S. Environmental Protection Agency (EPA) is charged by Congress with protecting the Nation's
land, air, and water resources. Under a mandate of national environmental laws, the Agency strives to
formulate and implement actions leading to a compatible balance between human activities and the ability
of natural systems to support and nurture life. To meet this mandate, EPA's research program is providing
data and technical support for solving environmental problems today and building a science knowledge
base necessary to manage our ecological resources wisely, understand how pollutants affect our health,
and prevent or reduce environmental risks in the future.
The National Risk Management Research Laboratory (NRMRL) is the agency's center for investigation of
technological and management approaches for preventing and reducing risks from pollution that threaten
human health and the environment. The focus of the laboratory's research program is on methods and
their cost-effectiveness for prevention and control of pollution to air, land, water, and subsurface
resources; protection of water quality in public water systems; remediation of contaminated sites,
sediments and ground water; prevention and control of indoor air pollution; and restoration of
ecosystems. NRMRL collaborates with both public and private sector partners to foster technologies that
reduce the cost of compliance and to anticipate emerging problems. NRMRL's research provides
solutions to environmental problems by: developing and promoting technologies that protect and improve
the environment; advancing scientific and engineering information to support regulatory and policy
decisions; and providing the technical support and information transfer to ensure implementation of
environmental regulations and strategies at the national, state, and community levels.
This publication has been produced as part of the laboratory's strategic long-term research plan. It is
published and made available by EPA's Office of Research and Development to assist the user
community and to link researchers with their clients.
Sally Gutierrez, Director
National Risk Management Research Laboratory

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Acknowledgements
Technical support for the preparation of this report was provided by ARCADIS-US, Inc., 4915 Prospectus
Drive, Suite F, Durham, NC under EPA Contract No. EP-C-04-023, Work Assignments 3-14 and 4-14 and
EPA Contract No. EP-C-09-027, Work Assignment 0-2. ARCADIS personnel participating in the research
included Dr. Yuanji Dong, Mr. Craig Wlliams, Ms. Kim Egler, Mr. Rus Hames and Mr. Russell Logan.

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Table of Contents
Table of Contents	i
List of Appendices	iv
List of Figures	v
List of Tables	xii
List of Acronyms, Initializations, and Abbreviations	xiv
Executive Summary	xix
1.	Introduction	1
1.1	Background	1
1.2	Research Objectives	2
1.3	Organization of this Report	2
2.	Test Site Description and Engine Specifications	5
2.1	APEX-1 Site Description and Setup	5
2.2	APEX-2 Site Description and Setup	7
2.3	APEX-3 Site Description and Setup	9
2.4	Engines Tested	12
3.	Experimental Apparatus	15
3.1	General Description	15
3.2	Sampling System	16
3.3	Instrumentation	24
3.3.1	Tapered Element Oscillating Microbalance Monitors	24
3.3.2	Quartz Crystal Microbalance	24
3.3.3	Electrical Low Pressure Impactor	24
3.3.4	Engine Exhaust Particle Sizer	24
3.3.5	Scanning Mobility Particle Sizer	25
3.3.6	Condensation Particle Counter	25
3.3.7	Aethalometer	25
3.3.8	Photoelectric Aerosol Sensor	26
3.3.9	Tracer Gas Analyzer	26
3.3.10	Thermal Denuder	26
3.3.11	Carbon Dioxide Analyzer	27
3.4	Data Acquisition System	27
4.	Experimental Procedures	29
4.1	General Sampling Approach	29
4.2	Pre-test Procedures	29
4.2.1	System Cleaning and Leak Checks	29
4.2.2	Sampling Media Preparation	30
4.2.3	Particle Instrument Calibration	31
4.2.4	Gas Analyzer Calibration	31
4.3	Field Sampling Procedures	31
4.3.1	Continuous Analyzer Operation	31
4.3.2	Instrumental Quality Control Checks	31
4.3.3	Gas Analyzer QC Checks	36
4.3.4	Time-Integrated Sampling	36

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4.3.5 Documentation	37
4.4	Laboratory Analysis Procedures	37
4.5	Sample Preservation and Storage	38
4.6	Post-Test Laboratory Procedures	38
4.6.1	PM Gravimetric Analysis	38
4.6.2	Elemental Analysis	39
4.6.3	Analysis of Water-Soluble Inorganic Ions	39
4.6.4	Analysis of Organic and Elemental Carbon	40
4.6.5	Analysis of Particle Phase Organic Compounds	40
4.6.5.1	Solvent Extraction Methodology	42
Sample Extraction and Concentration	42
Extract Methylation	42
GC/MS Analysis	42
4.6.5.2	Thermal Desorption Methodology	43
Sample Preparation	43
Thermal Desorption	43
GC/MS Analysis	43
4.6.5.3	Analysis of PUFs	44
4.7	Analysis of Gas Phase Samples	44
4.7.1	Analysis of SUMMA Canister Samples	44
4.7.2	Analysis of DNPH-lmpregnated Silica Gel Cartridges	44
4.8	Determination of Particle Line Losses	44
4.8.1	Experimental Setup and Preparations	45
4.8.2	Sampling Procedures	46
5.	Data Analysis	49
5.1	Data Reduction Procedures	49
5.1.1	Total PM-2.5 Mass Concentration	49
5.1.2	Elemental Carbon/Organic Carbon	50
5.1.3	Semivolatile Organics	51
5.2	Calculation of Count and Mass Emission Indices for PM, Gas-Phase and Particle-Phase
Compounds	52
5.2.1	PM Calculations	52
5.2.2	Gas-Phase Calculations	53
5.2.3	Particle-Phase Calculations	53
5.3	Determination of Particle Size Distribution	53
5.4	Calculation of Data Quality Indicator Goals	54
5.5	Particle Loss Correction	55
6.	Test Matrix, Fuel Composition, and Engine Operation	59
6.1	Test Matrix and Run Times	59
6.2	Fuel Type and Composition	59
6.3	Engine Power Settings	62
6.3.1	APEX-1 Engine Test Cycles	62
6.3.2	APEX-2 Engine Test Cycles	63
6.3.3	APEX-3 Engine Test Cycles	67
7.	Environmental and Engine Operating Data	73
7.1 Wind Speed and Direction	73

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7.2	Fuel Flow Rate	74
7.3	Carbon Dioxide Monitoring	77
8.	Particulate Matter Mass Emissions	85
8.1	Effect of Fuel Flow Rate and Engine Thrust	87
8.2	Effect of Fuel Composition	95
8.3	Effect of Engine Type	98
8.4	Effect of Cold and Warm Engine Conditions	100
8.5	Comparison of Particle Mass Emission Indices Obtained from Different Instruments	100
8.6	Teflon Filter Integrated Sampling Results	105
9.	PM Number Emissions	109
9.1	Effect of Fuel Flow Rate	110
9.2	Effect of Fuel Composition	117
9.3	Effect of Engine Type	119
9.4	Effect of Cold and Warm Engine Conditions	120
9.5	Comparison of Particle Number Emission Indices Obtained from Different Instruments	124
10.	Particle Size Distribution and Geometric Mean Diameter	127
10.1	Particle Size Results for APEX-1	127
10.2	Particle Size Results for APEX-2	128
10.3	Particle Size Results for APEX-3	128
10.4	Effects of Particle Loss Correction on PSD Results	153
10.5	Effect of Engine Power and Fuel Flow Rate	155
10.6	Effects of Fuel Type	165
10.6	Effects of Engine Type	165
10.7	Effects of Cold and Warm Engine Conditions	172
10.8	Effect of Probe Position on PSD	172
10.9	Comparison of PSDs Measured by Different Instruments	179
11.	Black Carbon and PAH Emissions	181
11.1	Black Carbon Emissions	181
11.1.1	Effect of Fuel Flow Rate and Engine Thrust	191
11.1.2	Effect of Fuel Composition	197
11.1.3	Effect of Engine Type	199
11.1.4	Effect of Cold and Warm Engine Conditions	199
11.1.5	Effect of Probe Position	199
11.1.6	Test-Average Black Carbon Emission Index	201
11.2	PAH Emissions	204
11.2.1	Effect of Fuel Flow Rate	214
11.2.2	Effect of Fuel Composition	214
11.2.3	Effect of Engine Cycle	219
11.2.4	Effect of Engine Type	219
11.2.5	Effect of Cold and Warm Engine Conditions	219
11.2.6	Effect of Probe Position	223
11.2.7	Test-Average PAH Emission Index	224
12.	Gas-Phase Chemical Composition	227
13.	Particle-Phase Chemical Composition	237
13.1	Element and Ion Emissions	237
13.2	Organic and Elemental Carbon Emissions	244

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13.3 Particle-Phase Organic Compounds	246
14.	Quality Assurance	253
14.1	Data Quality Indicator Goals	253
14.1.1	Photoacoustic Analysis (APEX-1)	254
14.1.2	Infrared C02 Gas Analyzers (APEX-2 and APEX-3)	255
14.1.3	DQI Measurements for Volumetric Air Flow Rates	257
14.1.4	Temperature (Thermocouples)	258
14.1.5	DQI Measurements for Differential Pressure	258
14.2	Post-Test Laboratory Analysis	258
14.2.1	Gravimetric Analysis of Teflon Filter Samples	258
14.2.2	PM Organic Speciation Analysis	262
14.2.2.1	Solvent Extraction - GC/MS	262
14.2.2.2	Thermal Desorption - GC/MS	263
14.2.2.3	IC Analyses	265
14.2.2.4	XRF Analyses	265
14.2.2.5	EC/OC Analyses	265
15.	Conclusions and Recommendations	267
16.	References	271
List of Appendices
Appendix A Description of the Dilution Sampling System (DSS)
Appendix B Target Analytes and Detection Limits for SUMMA Canister Samples
Appendix C Target Carbonyl Compounds and Detection Limits for DNPH-lmpregnated Silica Gel
Cartridge Samples
Appendix D Tables for Section 8 - Particulate Matter Mass Emissions
Appendix E Tables for Section 9 - PM Number Emissions
Appendix F Tables for Section 10 - Particle Size Distribution and Geometric Mean Diameter
Appendix G Tables for Section 11 - Black Carbon and PAH Emissions
Appendix H Tables for Section 13 - Particle-Phase Chemical Composition
iv

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List of Figures
Figure 2-1. APEX-1 experimental setup	5
Figure 2-2. DEAL 30-m exhaust plume probe assembly for APEX-1	6
Figure 2-3. Sample line enters DEAL floor downstream of horizontal slipjoint and two 45°
bends	7
Figure 2-4. APEX-2 experimental setup	8
Figure 2-5. DEAL 30-meter exhaust plume probe assembly for APEX-2	9
Figure 2-6. APEX-3 experimental setup	10
Figure 2-7. Valve arrangement used for multi-point sampling during APEX-3	11
Figure 2-8. DEAL'S "wing probe"	12
Figure 2-9. CFMI Model CFM56-2C1 jet engine tested during APEX-1	13
Figure 2-10. CFMI Model CFM56 engines: CFM56-2 (left), CFM56-3 (center), and CFM56-7
(right)	13
Figure 3-1. Electrical power skid used during APEX-2 and APEX-3	16
Figure 3-2. Representative DEAL exhaust plume measurement equipment configuration,
speciated test	17
Figure 3-3. Representative DEAL background measurement equipment configuration,
speciated test	19
Figure 4-1. Open burn facility	45
Figure 4-2. Line loss sample location at probe inlet	46
Figure 4-3. Sampling locations for particle line loss experiments	47
Figure 5-1. Particle loss experimental results as a function of particle size	56
Figure 6-1. Proposed APEX-1 EPA test cycle	62
Figure 6-2. Engine operating cycles for the EPA tests during APEX-1	64
Figure 6-3. Engine operating cycles for Tests NASA-1, -1 a, and -2 during APEX-1	65
Figure 6-4. Engine operating cycles for Tests NASA-3, -4, and -5 during APEX-1	66
Figure 6-5. Engine operating cycles for APEX-2	68
Figure 6-6. Operating cycles for CFM56-3B1 engines during APEX-3	68
Figure 6-7. Operating cycles for CJ610-8ATJ engine during APEX-3	68
Figure 6-8. Operating cycles for AE3007A1 engines during APEX-3	69
Figure 6-9. Operating cycles for P&W 4158 engine during APEX-3	70
Figure 6-10. Operating cycles for RB211-535E4-B engines during APEX-3	71
Figure 7-1. Effect of fuel sulfur and aromatic content on fuel consumption during APEX-1	76
Figure 7-2. Effect of engine type on fuel consumption during APEX-3	76
Figure 7-3. Effect of cold and warm engine operating conditions on fuel consumption during
APEX-2 and -3	77
Figure 7-4. Correlation between C02 concentration and fuel flow rate during Test NASA-1 of
APEX-1	78
Figure 7-5. Effects of fuel type on C02 emissions for CFM56-2C1 engine during APEX-1	81
Figure 7-6. Effects of engine operation cycle on C02 emissions for CFM56-2C1 engine during
APEX-1	81
Figure 7-7. Effects of cold and warm engine conditions on C02 emissions for multiple engine
types	82
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Figure 8-1. PM-2.5 emission index as a function of fuel flow rate by Nano-SMPS for the
CFM56-2C1 engine. Data shown are corrected for sampling line particle losses	88
Figure 8-2. PM-2.5 mass emission index as a function of fuel flow as determined by the Nano-
SMPS for: (a) APEX-2 T2; and (b) APEX-2 T4. Data corrected for sampling line
loss	89
Figure 8-3. PM-2.5 mass emission index as a function of fuel flow rate as determined by the
Nano-SMPS for the CJ610-8ATJ jet engine in APEX-3 T5. Data shown are
corrected for sampling line particle losses	90
Figure 8-4. PM-2.5 mass emission index as a function of fuel flow rate as determined by the
Nano-SMPS for the AE3007A1/1 jet engine in APEX-3 T10. Data shown are
corrected for sampling line particle losses	91
Figure 8-5. PM-2.5 mass emission index as a function of fuel flow rate as determined by the
Nano-SMPS for P&W 4158 jet engine in APEX-3 T6 and T7. Data shown are
corrected for sampling line particle losses	91
Figure 8-6. PM-2.5 mass emission index as a function of fuel flow rate as determined by the
Nano-SMPS for RB211-535E4-B jet engine in APEX-3 T8 and T9. Data shown are
corrected for sampling line particle losses	92
Figure 8-7. Effect of engine operating mode on PM-2.5 mass emissions for a CFM56-3B1
engine. Based on Nano-SMPS loss corrected data	93
Figure 8-8. Effect of engine operating mode on particle mass emissions for a CJ610-8ATJ
turbojet engine. Based on Nano-SMPS loss-corrected data	94
Figure 8-9. Effect of engine operating mode on particle mass emissions for an AE3007A1/1
engine. Based on Nano-SMPS loss-corrected data	94
Figure 8-10. Effect of engine operating mode on particle mass emissions for a RB211-535E4-B
engine. Based on Nano-SMPS loss corrected data	95
Figure 8-11. Effects of fuel type on: (a) mass emission index (CFM56-2C1) and (b) mass El as a
function of fuel sulfur (all CFM56 derivatives). Based on Nano-SMPS loss-
corrected results	97
Figure 8-12. Effect of engine type on the PM-2.5 mass emission index for ICAO LTO power
conditions. Based on the line loss corrected Nano-SMPS results	99
Figure 8-13. Effect of cold and warm engine temperature on PM mass emission index	100
Figure 8-14. Comparison of the mass emissions indices between the Nano-SMPS and EEPS for
different tests	101
Figure 8-15. Comparison of the mass emissions indices between the Nano-SMPS and TEOM
for different tests in APEX-2 and -3	102
Figure 8-16. Comparison of the mass emissions indices between the Nano-SMPS and QCM for:
(a) APEX-2 tests and (b) APEX-3 tests	103
Figure 8-17. Effects of fuel type on test-average PM mass emission index from the Teflon filter
for APEX-1 tests. Note that the percent volatile fraction is also shown in the figure	107
Figure 8-18. Effects of engine type on test-average PM mass emission index from the Teflon
filter integrated sampling. Note that the percent volatile fraction is also shown in the
figure	107
Figure 8-19. Comparison of the test-average emission indices between Teflon filter and Nano-
SMPS measurements	108

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Figure 9-1. Particle number emission indices as a function of fuel flow as determined by the
Nano-SMPS during APEX-1 for: (a) base fuel; (b) high-sulfur fuel; and (c) high-
aromatic fuel	111
Figure 9-2. Particle number emission indices as a function of fuel flow as determined by the
Nano-SMPS for two CFM56 engine models during: (a) APEX-2 T2; (b) APEX-3
T11; and (c) APEX-2 T4. Data shown are corrected for line losses	112
Figure 9-3. Particle number emission index as a function of fuel flow rate as determined by the
Nano-SMPS for the CJ10-8ATJ turbojet engine. Data shown are corrected for
sampling line particle losses	113
Figure 9-4. Particle number emission index as a function of fuel flow as determined by the
Nano-SMPS for: AE3007A1E; and AE3007A1/1 engines. Data are corrected for
particle line losses	114
Figure 9-5. Particle number emission index as a function of fuel flow as determined by the
Nano-SMPS for a PW4158 engine during: Test 6; and Test 7 of APEX-3. Data are
corrected for particle line losses	115
Figure 9-6. Particle number emission index as a function of fuel flow as determined by the
Nano-SMPS for two different RB211-535E4B engines during: Test 8; and Test 9 of
APEX-3. Data are corrected for particle line losses	116
Figure 9-7. Logarithmic correlation between particle number emission index measured by
EEPS and fuel flow rate	117
Figure 9-8. Effects of fuel type on particle number emissions index as determined during
APEX-1 (Nano-SMPS)	118
Figure 9-9. Particle number emission index as a function of fuel sulfur for all CFM56 variants	119
Figure 9-10. Particle number emission index as a function of fuel flow (power) for different
engines (Nano-SMPS)	121
Figure 9-11. Comparison of particle number emission indices for different engines at: idle; take-
off; climb-out; and approach power (Nano-SMPS)	122
Figure 9-12. Comparison of particle number emission indices by EEPS for different engines
under the idle power condition	123
Figure 9-13. Effect of engine operating temperature on particle number emission index	123
Figure 9-14. Comparison of particle number emission indices as obtained from the Nano-SMPS
and EEPS instruments	124
Figure 9-15. Comparison of particle number emission indices as obtained from the Nano-SMPS
and long DMA SMPS	125
Figure 10-1. Average PSD measured by the Nano-SMPS during APEX-1, Test EPA-1, (a) with
line loss correction; and (b) without line loss correction	129
Figure 10-2. Average PSD measured by the Nano-SMPS during APEX-1, Test EPA-2, (a) with
line loss correction; and (b) without line loss correction	130
Figure 10-3. Average PSD measured by the Nano-SMPS during APEX-1, Test EPA-3, (a) with
line loss correction; and (b) without line loss correction	131
Figure 10-4. Average PSD measured by the Nano-SMPS during APEX-1, Test NASA-1, (a) with
line loss correction; and (b) without line loss correction	132
Figure 10-5. Average PSD measured by the Nano-SMPS during APEX-1, Test NASA-1 a, (a)
with line loss correction; and (b) without line loss correction	133
Figure 10-6. Average PSD measured by the Nano-SMPS during APEX-1, Test NASA-2, (a) with
line loss correction; and (b) without line loss correction	134

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Figure 10-7. Average PSD measured by the Nano-SMPS during APEX-1, Test NASA-3, (a) with
line loss correction; and (b) without line loss correction	135
Figure 10-8. Average PSD measured by the Nano-SMPS during APEX-1, Test NASA-4, (a) with
line loss correction; and (b) without line loss correction	136
Figure 10-9. Average PSD measured by the Nano-SMPS during APEX-1, Test NASA-5, (a) with
line loss correction; and (b) without line loss correction	137
Figure 10-10. Average PSD for a CFM56-7B24 engine measured by the Nano-SMPS during
APEX-2, Test T1, (a) with line loss correction; and (b) without line loss correction	138
Figure 10-11. Average PSD for a CFM56-3B1 engine measured by the Nano-SMPS during
APEX-2, Test T2, (a) with line loss correction; and (b) without line loss correction	139
Figure 10-12. Average PSD for a CFM56-3B2 engine measured by the Nano-SMPS during
APEX-2, Test T3, (a) with line loss correction; and (b) without line loss correction	140
Figure 10-13. Average PSD for a CFM56-7B24 engine measured by the Nano-SMPS during
APEX-2, Test T4, (a) with line loss correction; and (b) without line loss correction	141
Figure 10-14. Average PSD for a CFM56-3B1 engine measured by the Nano-SMPS during
APEX-3, Test T1, (a) with line loss correction; and (b) without line loss correction	142
Figure 10-15. Average PSD for a CJ610-8ATJ turbojet engine measured by the Nano-SMPS
during APEX-3, Test T2, (a) with line loss correction; and (b) without line loss
correction	143
Figure 10-16. Average PSD for an AE3007-A1E engine measured by the Nano-SMPS during
APEX-3, Test T3, (a) with line loss correction; and (b) without line loss correction	144
Figure 10-17. Average PSD for an AE3007-A1E engine measured by the Nano-SMPS during
APEX-3, Test T4, (a) with line loss correction; and (b) without line loss correction	145
Figure 10-18. Average PSD for a CJ610-8ATJ turbojet engine measured by the Nano-SMPS
during APEX-3, Test T5, (a) with line loss correction; and (b) without line loss
correction	146
Figure 10-19. Average PSD for a PW4158 engine measured by the Nano-SMPS during APEX-3,
Test T6, (a) with line loss correction; and (b) without line loss correction	147
Figure 10-20. Average PSD for a PW4158 engine measured by the Nano-SMPS during APEX-3,
Test T7, (a) with line loss correction; and (b) without line loss correction	148
Figure 10-21. Average PSD for a RB211-535E4B engine measured by the Nano-SMPS during
APEX-3, Test T8, (a) with line loss correction; and (b) without line loss correction	149
Figure 10-22. Average PSD for a RB211-535E4B engine measured by the Nano-SMPS during
APEX-3, Test T9, (a) with line loss correction; and (b) without line loss correction	150
Figure 10-23. Average PSD for an AE3007-A1/1 engine measured by the Nano-SMPS during
APEX-3, Test T10, (a) with line loss correction; and (b) without line loss correction	151
Figure 10-24. Average PSD for a CFM56-3B1 engine measured by the Nano-SMPS during
APEX-3, Test T11, (a) with line loss correction; and (b) without line loss correction	152
Figure 10-25. Effects of line particle loss correction on PSD for a CFM56-2C1 during APEX-1
(Nano-SMPS results)	153
Figure 10-26. Comparison of total particle number, GMD and GSD before and after loss
correction for all tests conducted based on: (a) total particle concentration and (b)
GMD and (c) GSD	154
Figure 10-27. Two typical results of GMD as a function of fuel flow rate for (a) a CFM56-2C1
engine during APEX-1, Test EPA-2; and (b) for a CFM56-3B1 engine during APEX-
3, TestTI	156

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Figure 10-28. The (a) GMD and (b) GSD of the PM emissions measured during APEX-1 for a
CFM56-2C1 engine as a function of fuel flow	157
Figure 10-29. The (a) GMD and (b) GSD of the PM emissions measured for three derivatives of
the CFM56 engine during APEX-2 as a function of fuel flow. Engines operated
during cold portion of test cycle	158
Figure 10-30. The (a) GMD and (b) GSD of the PM emissions measured for three derivatives of
the CFM56 engine during APEX-2 as a function of fuel flow. Engines operated
during warm portion of test cycle	159
Figure 10-31. The (a) GMD and (b) GSD of the PM emissions measured for the small engines
during APEX-3 as a function of fuel flow. Engines operated during the cold portion
of the test cycle	160
Figure 10-32. The (a) GMD and (b) GSD of the PM emissions measured for the large engines
during APEX-3 as a function of fuel flow. Engines operated during the cold portion
of the test cycle	161
Figure 10-33. The (a) GMD and (b) GSD of the PM emissions measured for the small engines
during APEX-3 as a function of fuel flow. Engines operated during the warm portion
of the test cycle	162
Figure 10-34. The (a) GMD and (b) GSD of the PM emissions measured for the large engines
during APEX-3 as a function of fuel flow. Engines operated during the warm portion
of the test cycle	163
Figure 10-35. Comparison of: (a) GMD and (b) GSD under four ICAO power conditions for
different engine types	164
Figure 10-36. Effects of fuel type on PSD for different engine power conditions during APEX-1
for: (a) idle (7%), (b) climb-out (85%), and (c) approach (30%)	166
Figure 10-37. Comparison of the loss-corrected: (a) GMDs; and (b) GSDs for different power
conditions and fuels during APEX-1	167
Figure 10-38. Comparison of GMDs for different engines	168
Figure 10-39. Comparison of GSDs for different engines	169
Figure 10-40. Comparison of GMD produced by different engines at: (a) idle, (b) takeoff, (c)
climb, and (d) approach power	170
Figure 10-41. Comparison of GSD produced by different engines at: (a) idle, (b) takeoff, (c) climb,
and (d) approach power	171
Figure 10-42. Effect of engine operating temperature on: (a) PM number concentration; (b) GMD;
and (c) GSD	173
Figure 10-43. Comparisons of: (a) particle number concentration; (b) GMD; and (c) GSD
measured by the 15- and 30-m probes during APEX-3 T5 (Nano-SMPS; line-loss
corrected)	174
Figure 10-44. Comparisons of: (a) particle number concentrations; (b) GMD; and (c) GSD
measured by the 30- and 43-m probes during APEX-3 T8 (EEPS; line-loss
corrected)	176
Figure 10-45. Effects of probe position on particle number emission indices for a: CJ610-8ATJ
turbojet; and RB211-535E4B turbofan engine	177
Figure 10-46. Effects of probe position on particle mass emission indices for a: CJ610-8ATJ
turbojet; and RB211-535E4B turbofan engine	178
Figure 10-47. Comparison of the GMD and GSD as obtained from Nano-SMPS and EEPS
measurements during all tests conducted during APEX-2 and -3	180
ix

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Figure 11-1. Time-series black carbon concentration data for the tests EPA-1, EPA-2, NASA-1,
and NASA-1 a of APEX-1 campaign for the CFM56-2C1 engine with base fuel	182
Figure 11-2. Time-series black carbon concentration data for the tests NASA-4 and NASA-5 of
APEX-1 campaign for the CFM56-2C1 engine with high-aromatic fuel	183
Figure 11-3. Time-series black carbon concentration data for the tests T1 and T4 of APEX-2
campaign for the CFM56-7B24 engine	184
Figure 11-4. Time-series black carbon concentration data for the tests T2 and T3 of APEX-2
and T1 and T11 of APEX-3 for the CFM56-3B series engine	185
Figure 11-5. Time-series black carbon concentration data for the APEX-3 T2 and T5 for the
CJ610-8ATJ turbojet engine	186
Figure 11-6. Time-series black carbon concentration data for the APEX-3 T3 and T4 for the
AE3007A1E engine and T10 for the AE3007A1/1 engine	187
Figure 11-7. Time-series black carbon concentration data for the APEX-3 T6 and T7 for the
P&W 4158 engine	188
Figure 11-8. Time-series black carbon concentration data for the APEX-3 T8 and T9 for the
RB211-535E4-B engine	189
Figure 11-9. Black carbon emission index as a function of fuel flow rate for the CFM56-2C1
engine during APEX-1	192
Figure 11-10. Black carbon emission index as a function of fuel flow rate for the CFM56-7B24
engine	193
Figure 11-11. Black carbon emission index as a function of fuel flow rate for the CFM56-3B series
engine	193
Figure 11-12. Black carbon emission index as a function of fuel flow rate for the CJ610-8ATJ
turbojet engine	194
Figure 11-13. Black carbon emission index as a function of fuel flow rate for the AE3007A1/1
engine.Figure 11-14. Black carbon emission index as a function of fuel flow rate for
the P&W 4158 engine	194
Figure 11-14. Black carbon emission index as a function of fuel flow rate for the P&W 4158
engine	195
Figure 11-15. Black carbon emission index as a function of fuel flow rate for the RB211-535E4B
engine	195
Figure 11-16. Effect of engine cycle on BC emission index for multiple engine types	197
Figure 11-17. Comparison of black carbon emission indices obtained from different types of fuel
for the CFM56-2C1 engine during APEX-1	198
Figure 11-18. Effect of sulfur content in fuel on BC emission index for all CFM56 engines tested	198
Figure 11-19. Effect of engine type on BC emission index for multiple engine types	200
Figure 11-20. Effect of engine cold and warm condition on BC emission index	201
Figure 11-21. Effect of probe position on BC emission index for the CJ610-8ATJ and
RB211-535E4B engines	202
Figure 11-22. Time-series PAH concentration data for tests EPA-1, EPA-2, NASA-1, and NASA-
la of APEX-1 campaign for the CFM56-2C1 engine with base fuel	205
Figure 11-23. Time-series PAH concentration data for tests NASA-4 and NASA-5 of APEX-1
campaign for the CFM56-2C1 engine with high-aromatic fuel	206
Figure 11-24. Time-series PAH concentration data for tests T1 and T4 of APEX-2 campaign for
the CFM56-7B24 engine	207
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Figure 11-25. Time-series PAH concentration data for tests T2 and T3 of APEX-2 and T1 and
T11 of APEX-3 for the CFM56-3B series engines	208
Figure 11-26. Time-series PAH concentration data for the APEX-3 T2 and T5 for the CJ610-8ATJ
turbojet engine	209
Figure 11-27. Time-series PAH concentration data for the APEX-3 T3 and T4 for the AE3007A1E
engine and T10 forthe AE3007A1/1 engine	210
Figure 11-28. Time-series PAH concentration data forthe APEX-3 T6 and T7 forthe P&W4158
engine	211
Figure 11-29. Time-series PAH concentration data for the APEX-3 T8 and T9 for the RB211-
535E4-B engine	212
Figure 11-30. PAH emission index as a function of fuel flow for the CFM56-2C1 engine while
burning: (a) base fuel; and (b) high-aromatic fuel	215
Figure 11-31. PAH emission index as a function of fuel flow for CFM56-7B24 engines	216
Figure 11-32. PAH emission index as a function of fuel flow for CFM56-3B series engines	216
Figure 11-33. PAH emission index as a function of fuel flow forthe CJ610-8ATJ turbojet engine	217
Figure 11-34. PAH emission index as a function of fuel flow forthe AE3007-A1/1 engine	217
Figure 11-35. PAH emission index as a function of fuel flow forthe PW4158 engine	218
Figure 11-36. Comparison of PAH emission indices for different fuel types during APEX-1	218
Figure 11-37. Effect of engine power on the PAH emission index for different engine types	221
Figure 11-38. Effect of engine type on (a) idle, (b) take-off, (c) climb-out and (d) approach PAH
emissions	222
Figure 11-39. Effect of engine operating temperature on PAH emissions	223
Figure 11-40. Effect of probe position on PAH emission index for the CJ610-8ATJ engine during
APEX-3	224
Figure 11-41. Comparison of the average PAH emission indices obtained from the tests with
different types of jet engines	226
Figure 12-1. Mass Els of individual NMVOCs from SUMMA canister sampling	231
Figure 12-2. Mass Els of individual carbonyl compounds from DNPH cartridge sampling	233
Figure 12-3. Emission indices of total NMVOCs and carbonyls for different engines	234
Figure 12-4. Comparison of Els for individual gas phase species as produced by different
engine types	235
Figure 13-1. Elemental emission indices for each test	238
Figure 13-2. Comparison of elemental emission indices for different engines	239
Figure 13-3. Correlation of sulfur emission index with fuel sulfur content for CFM56 engines	241
Figure 13-4. Water-soluble ion emission indices for each test	242
Figure 13-5. Comparison of water-soluble ion emission indices for different engines	243
Figure 13-6. Correlation of S04 emission index with fuel sulfur content for CFM56 engines	244
Figure 13-7. Comparison of OC and EC emission indices for: (a) organic carbon; and
(b) elemental carbon	247
Figure 13-8. Relative contribution of individual organic compounds to the total speciated
particle-phase El	248
Figure 13-9. Relative contribution of classes of organic compounds to the total speciated
particle-phase El	249
Figure 13-10. Effects of quartz-filter sampling-artifact correction on emission indices of individual
organic groups: (a) before backup correction; and (b) after backup correction	250

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Figure 13-11. Effects of background correction on emission indices of individual organic groups
for: (a) n-Alkanes; and (b) PAHs	251
Figure 14-1. Sample losses from the comparison of weights measured on 1/16/06 and 1/20/06	262
List of Tables
Table 2-1. Engines Tested in APEX-1, -2 and -3	14
Table 3-1. Specifications of the DEAL	15
Table 3-2. Measurement Configuration for the Plume Sample Tunnel	20
Table 3-3. Measurement Configuration for the Background Sample Tunnel	21
Table 3-4. Measurements Performed by the DEAL during APEX-1, -2, and -3	22
Table 4-1. General Analytical Plan	30
Table 4-2. PM Instrument Calibration Schedule	32
Table 4-3. Gas Analyzer Calibration Schedule	32
Table 4-4. Available MOPs for On-Line Analyzers	33
Table 4-5. Field Sampling Equipment QC Checks	34
Table 4-6. Photoacoustic Analyzer Response Checks Performed during APEX-1 	36
Table 4-7. Analytical Procedures for Chemical Characterization	38
Table 4-8. GC, MS and TD Operating Conditions	41
Table 4-9. Particle Line Loss Sampling Location Descriptions and Sequence	47
Table 5-1. Particle Loss Penetration Equations Obtained from the EEPS Measurements3	56
Table 6-1. APEX Test Matrix	60
Table 6-2. Composition of Fuel Used in APEX Campaigns	61
Table 7-1. Average and Relative Standard Deviation of Wind Speed and Direction for
Individual Tests	73
Table 7-2. Summary of Fuel Flow Rates Measured at Different Engine Power Levels	75
Table 7-3. Average Background Corrected C02 Concentrations at Different Power Settings for
APEX-1 and -2	79
Table 7-4. Average Background Corrected C02 Concentrations at Different Power Settings for
APEX-3	80
Table 7-5. Test-Average Background Corrected C02 Concentrations for Each Test	83
Table 8-1. Particle Loss Correction Coefficient Determined from Nano-SMPS Measurements
for Each Test	86
Table 8-2. Effect of Engine Power on Average Emission Index for Different Engines	93
Table 8-3. Comparison of Emission Indices by Different Type of Fuels (Based on Nano-SMPS
particle loss-corrected results)	96
Table 8-4. Comparison of Instruments Used for Mass Emissions Measurements	104
Table 8-5. Test-Average PM Mass Emission Indices Derived from Measurements of Various
Instruments	106
Table 9-1. Particle Number Emission Indices at Each of Four Engine Power Settings for
Different Engines (Nano-SMPS results)	121
Table 11-1. Black Carbon Monitoring in APEX Tests	190
Table 11-2. BC Emission Indices at the LTO Power Levels for Different Engines	196
Table 11-3. Test-average PM and BC Els and BC Fraction in PM	203
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Table 11-4. PAH Monitoring in APEX Tests	213
Table 11-5. PAH Emission Indices at the Four ICAO Engine Power Levels for Different Engines	220
Table 11-6. Comparison between the PAH Emission Indices Obtained by the PAS 2000
Measurements and the Quartz Filter Integrated Sampling	225
Table 12-1. Emission Indices of Individual VOCs Obtained by SUMMA Sampling for Different
Engines	228
Table 12-2. Emission Indices of Individual Carbonyl Compounds Obtained by DNPH Sampling
for Different Engines	232
Table 12-3. Comparison of NMVOC and Carbonyl Emission Indices for Different Engines	233
Table 13-1. Total Elemental Emission Index Derived from the XRF Analyses	238
Table 13-2. Elemental Emission Indices for Different Engines	239
Table 13-3. Sulfur Emission Indices for Individual Tests as Determined from the XRF Analyses
and Their Associated Fuel Sulfur Contents	241
Table 13-4. Water Soluble Ion Emission Indices Derived from the IC Analyses for Each Test	242
Table 13-5. Water Soluble Ion Emission Indices for Different Engines	243
Table 13-6. Sulfate Emission Indices from the IC Analyses and Their Fuel Sulfur Contents	244
Table 13-7. Organic and Elemental Carbon Emission Indices for Each Test	245
Table 13-8. Organic Carbon and Elemental Carbon Emission Indices for Different Engines	246
Table 14-1. DQI Goals for DEAL Instrumentation	253
Table 14-2. INNOVA 1314 Photoacoustic Multigas Analyzer Calibrations	254
Table 14-3. DQI Values for Photoacoustic Analyzer Gas Measurements for All Tests	254
Table 14-4. Carbon Dioxide Analyzer Calibrations	255
Table 14.5 DQI Values for Infrared C02 Gas Analyzer Measurements for All Tests	256
Table 14.6 Variations in Environmental Conditions and Balance Stability for APEX-3 Teflon
Filter Gravimetric Analysis	259
Table 14-7. Standard Deviation of Replicate Tare Weight Measurement for Each of APEX-3
Teflon Filters	260
Table 14-8. Replicate Final Weight Measurement for Each APEX-3 Teflon Filter	261
Table 14-9. Recoveries of Individual Components by Solvent Extraction Analysis	264
Table 14-10. Relative Standard Deviation in IC Measurements	265

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List of Acronyms, Initializations, and Abbreviations
40CFR
Title 40 of the Code of Federal Regulations
acfm
actual ft3/min
AEC
Aircraft Emissions Characterization
AEDC
U.S. Air Force's Arnold Engineering Development Center
AIM
Aerosol Instrument Manager
APEX
Aircraft Particle Emissions experiment
ARCADIS
ARCADIS U.S., Inc.
ARI
Aerodyne Research, Inc.
B&K
Bruel and Kjaer
BC
black carbon
CD
compact disc
CFMI
CFM International
C/O
climb-out
CO
carbon monoxide
CM
O
O
carbon dioxide
CPC
condensation particle counter
CPU
central processing unit
DAS
data acquisition system
DEAL
Diesel Emissions Aerosol Laboratory
DFRC
Dryden Flight Research Center
Dl
deionized
DMA
differential mobility analyzer
DNPH
2,4-dinitrophenylhydrazine
DQI
data quality indicator
DSS
dilution sampling system
EC
elemental carbon
EEPS
engine exhaust particle sizer
El
emission index
EIm
PM-2.5 mass emission index
EIn
PM-2.5 number emission index
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ELPI
electrical low pressure impactor
EPA
U.S. Environmental Protection Agency
EPC
electronically programmable control
ERG
Eastern Research Group
ESP
electrostatic precipitator
FAA
Federal Aviation Administration
FID
flame ionization detector
FPCL
Fine Particle Characterization Laboratory
GC/MS
gas chromatography/mass spectrometry
GMD
geometric mean diameter
GRE
ground run-up enclosure
GSD
geometric standard deviation
GVW
gross vehicle weight
h2o
water
HAP
hazardous air pollutant
HEPA
High-Efficiency Particulate Air
Hg
mercury
HP
Hewlett-Packard
HPLC
high performance liquid chromatography
I/O
input/output
IC
ion chromatography
ICAO
International Civil Aviation Organization
ID
inside diameter
IR
infrared
KVM
keyboard-video-monitor
LTO
landing and take-off
MDL
method detection limit
MFC
mass flow controllers
Mn02
manganese dioxide
MOP(s)
miscellaneous operating procedure(s)
MSD
mass selective detection
NAAQS
National Ambient Air Quality Standard
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NaCI
sodium chloride
NASA
National Aeronautics and Space Administration
NERL
National Exposure Research Laboratory
NIOSH
National Institute for Occupational Safety and Health
NIST
National Institute of Standards and Technology
NMOC
nonmethane organic compound
NMVOC
nonmethane volatile organic compound
NOx
nitrogen oxides
NRMRL
National Risk Management Research Laboratory
OC
organic carbon
OD
outside diameter
OTAQ
Office of Transportation and Air Quality
PA
photoacoustic analyzer
PAH
polycyclic aromatic hydrocarbon
PAS
photoelectric aerosol sensor
PM
particulate matter
PM-2.5
particles <2.5 jjm in aerodynamic diameter
PQL
practical quantitation limit
PSD
particle size distribution
PTV
programmable temperature vaporizing
PUF
polyurethane foam
QA
quality assurance
QAPP
quality assurance project plan
QC
quality control
QCM
quartz crystal microbalance
R2
correlation coefficient
R&P
Rupprecht and Patashnick
RSD
relative standard deviation
RTP
Research Triangle Park
SAE
Society of Automotive Engineers
SD
standard deviation
SIP
State Implementation Plan
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SM
smoke number
SMPS
scanning mobility particle sizer
SN
smoke number
SNMOC
speciated non-methane organic compound
SOP
standard operating procedure
SUMMA
SUMMA-polished stainless steel canisters
SVOC(s)
semi-volatile organic compound(s)
T/O
take-off
TCD
thermal conductivity detector
TD
thermal desorption
TEOM
tapered element oscillating microbalance
THC
total hydrocarbons
TWA
time-weighted average
UMR
Missouri University of Science and Technology Center of Excellence
UPS
uninterruptible power supply
UV
ultraviolet
VOC
volatile organic compound
XRF
x-ray fluorescence
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Executive Summary
The fine particulate matter (PM) emissions from aircraft operations at large airports located in areas of the
U. S. designated as non-attainment for the National Ambient Air Quality Standard (NAAQS) for PM-2.5
(particles <2.5 jjm in aerodynamic diameter) are of major environmental concern. In general, the majority
of the available PM emissions data for commercial aircraft engines is limited and does not completely
characterize volatile components resulting from atmospheric cooling and dilution. There is, therefore, the
need for a comprehensive PM emissions database for aircraft turbine engines which includes mass-
based emission factors and chemical speciation data, and which also relates the PM emissions to key
engine operating parameters and fuel characteristics.
To address the need for improved aircraft PM emissions data, the Aircraft Particle Emissions experiment
(APEX) was organized in 2003. The APEX program is a major collaborative effort between the National
Aeronautics and Space Administration (NASA) and a number of other research organizations including
the U.S. Environmental Protection Agency's (EPA's) National Risk Management Research Laboratory
(NRMRL) in Research Triangle Park, North Carolina. The objectives of the three APEX sampling
campaigns (APEX-1, -2, and -3) were to update and improve emission factors (indices) and chemical
source profiles for aircraft-generated fine PM and, if possible, to assess the effect of fuel properties (e.g.,
sulfur content) and engine operating conditions (e.g., cold vs. warm) on PM formation.
During APEX-1, -2 and -3, ground level measurements were conducted by EPA in the engine exhaust
plume, primarily at a single point located a distance of 30 m behind the engine exit. The system was
configured as a beveled nozzle connected to a 5-cm outside diameter (OD) polished stainless steel
sampling line that ran from the plume centerline to the inlet of EPA's Diesel Emissions Aerosol Laboratory
(DEAL) instrumented sampling tunnel. Thoroughly cleaned stainless steel tubing and uncontaminated
fittings were used for the entire system. The sampling probe was constructed from 5-cm diameter
stainless steel tubing with a tapered inlet nozzle which was attached to a rigid stand anchored to the
tarmac. The exact length and configuration of the sampling line running from the probe to the DEAL
depended on the engine type and sampling campaign.
The DEAL uses two centrifugal blowers, each controlled by a variable frequency drive and mass flow
meter, to continuously extract 1.1 (actual) m3 min"1 of sample gas from the plume. After extraction, the
plume sample flows through a 5-cm diameter stainless steel sampling tube into a PM-2.5 "cut point" (i.e.,
particle diameter representing a 50% collection efficiency for equivalent unit density spheres <2.5 jjm in
aerodynamic diameter) virtual impactor, and then into an 8.8-m long, 15-cm inside diameter (ID) stainless
steel sampling tunnel. A series of "buttonhook" stack sampling nozzles, staggered in height inside the
tunnel to minimize aerodynamic interference, is used to extract samples from the tunnel. The sample flow
captured by each nozzle exits the sampling tunnel through custom designed four-way flow splitters that
direct the flow from the tunnel to the various instruments. Either grounded stainless steel or conductive
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silicone rubber lines connect the instruments to the appropriate sample splitter. A similar sampling system
was also used for determination of the ambient background.
The DEAL was outfitted and configured to accommodate the sample collection and continuous monitoring
requirements of the APEX monitoring plan. Both continuous monitoring and time-integrated sampling
were conducted during the three APEX campaigns for both particle- and gas-phase air pollutants.
Continuous monitoring was conducted for PM mass and number concentration, particle size distribution,
black carbon, particle surface polycyclic aromatic hydrocarbons, carbon dioxide, carbon monoxide
(APEX-1), total volatile organic compounds (APEX-1), plume temperature and velocity (APEX-2), and
ambient wind speed/direction. Time-integrated sampling was also performed for PM mass concentration
(Teflon filter), total volatile PM (i.e., Teflon filter sampling downstream of a thermal denuder),
elemental/organic carbon, speciated semivolatile organic compounds, speciated water-soluble ions,
elemental composition, gas-phase nonmethane volatile organic compounds, and gas-phase carbonyls.
Emission indices (factors) were calculated from the experimental data in terms of mass (or number) of
pollutant per mass of fuel burned using a carbon balance involving the percent carbon in the fuel
determined by fuel analysis and the concentration of carbon dioxide measured in the sample stream (note
that CO and total hydrocarbons are generally insignificant compared to C02). The experimental data are
always presented in terms of the engine fuel flow recorded during each test, but sometimes are shown
relative to nominal percent rated thrust for ease of comparison between different engine types.
There was a total of 24 tests conducted during the three APEX campaigns. A CFM56-2C1 engine
mounted on a DC-8 airframe was used throughout the nine APEX-1 tests to investigate the effects of fuel
composition on emissions at various power settings. Three types of fuel were used: a base fuel (JP-8 or
Jet-A1), a high-sulfur fuel (JP-8 doped with approximately four times the sulfur content of the base fuel),
and a higher-aromatic JP-8.
During APEX-2 and -3, each engine was run with the available Jet-A fleet fuel it would use during normal
commercial operations. The same engine family used during APEX-1, the CFM56 mounted on B737
airframes, was also included in all four APEX-2 tests and two of the eleven APEX-3 tests. These tests
provided further characterization of the fine particulate emissions from these widely-used jet engines.
Five additional turbine engines of various sizes were also studied in APEX-3. These additional turbine
engines included a General Electric CJ610-8ATJ turbojet (in use on a Lear Model 25), Rolls Royce
AE3007A1E and AE3007A1P mixed turbofans (in use on the Embraer ERJ145), a Pratt and Whitney
PW4158 turbofan (in use on the Airbus A300), and a Rolls Royce RB211-535E4-B mixed turbofan (in use
on the B757).
In general, the test engines were operated at a series of steady-state power conditions which were set for
the ambient conditions using the expertise of the on-site engine company representative. During APEX-1,
two engine test matrices were used. The "EPA" test matrix followed the landing and take-off (LTO) cycle
defined by the International Civil Aviation Organization (ICAO) to simulate aircraft emissions at an airport.
This matrix consisted of approximately four repetitions of the following power settings: 26 min at idle (7%
rated thrust), 0.7 min at takeoff (100%), 2.2 min at climb (85%), and 4 min at approach (30%). The
"NASA" test matrix was designed to investigate the effects of engine operating parameters on particle
emissions and included 11 power settings. Except for the 100 percent thrust level, where run-time was
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limited to 1.5 min, approximately 10 min were provided at each power setting to allow for samples to be
adequately analyzed.
For APEX-2 and -3, the engines were operated in cycles encompassing a series of steady state power
settings to investigate the effects of these power settings on particle emissions. The power levels
included those used during engine certification, simulated cruise, engine start/stop, and transitions
between throttle settings. During these tests, the thrust was changed in a stepwise fashion from the
lowest thrust level to highest under the "cold" engine condition, and then decreased in a similar fashion
under the "warm" engine condition. The specific power conditions and fuel flow varied slightly by both
campaign and engine type.
Based on the experimental data collected, the following conclusions were reached:
•	The testing of aircraft turbine engine emissions is difficult, requiring long sampling lines with their
associated high residence time and particle losses. Corrections were made for particle losses, but the
impact of the long residence time has yet to be established.
•	The PM mass emission index ranged from approximately 10 to 550 mg/kg of fuel burned, depending
on engine and fuel type, operating power, and environmental conditions.
•	For the turbofan engines tested, the relationship of EIM (the PM-2.5 mass emission index expressed
in particulate mass per kg of fuel burnt) to fuel flow (engine power) followed a characteristic U-shape
with the emissions high at idle, dropping off to a minimum at mid-range power, and rising again at
high engine thrust.
•	The particle number emission indices observed in the program ranged from approximately 1 (10)15 to
1 (10)17 particles/kg of fuel burned, again depending on engine and fuel type, operating power, and
environmental conditions.
•	For most of the turbofan engines tested, a logarithmic relationship of EIN (the PM-2.5 number
emission index expressed in number of particles per kg of fuel burned) to fuel flow (engine power)
was determined in the general form:
El = m(ln fuel flow) + b
where
m = slope of the regression line = -2(10)15 to -3(10)16
b = intercept of the regression line = 2(10)16 to 2(10)17
•	Both EIm and EIN were found to increase with increasing fuel sulfur content. For EIM, the PM emission
increased linearly with fuel sulfur, whereas for EIN, the increase appears to be more of an exponential
function.
•	It was also observed that engine operating temperature had a measurable effect on both EIM and EIN.
In both cases, the emissions were slightly lower (i.e., ~8%) when the engine was warm.
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•	The particle size distributions of the emissions found in the study were generally unimodal and
lognormally distributed with electrical mobility diameters ranging from ~3 to slightly larger than 100
nm. At higher power levels, a small accumulation mode was also observed.
•	Both the geometric mean diameter (GMD) and geometric standard deviation (GSD) of the particle
size distribution (PSD) also varied with engine and fuel type, thrust, and environmental conditions.
The GMD ranged from approximately 10 to 30 nm (electrical mobility diameter) and the GSD ranged
from 1.4 to 2.
•	In general, the largest GMDs and GSDs were obtained at high power conditions. The observations
suggest that the PSDs produced by the engines tested under power conditions of <30% rated thrust
were unimodal and consisted of primary nuclei particles, whereas for thrust levels >85%,
accumulation mode particles were formed, and the PSD curves became broader.
•	A comparison of measurement techniques for PM mass, number, and size indicated significant
discrepancies between instruments. Of particular note is a comparison of the EIM obtained by the
Nano-Scanning Mobility Particle Sizer (SMPS) and the time-integrated Teflon filter sampling. The
filter-based method always produced higher values than the SMPS-based method and there was no
linear correlation between the two techniques.
•	Of the various instruments used to measure PM mass, number, and size, the SMPS appears to be
the most reliable. The lack of correlation with the filter-based technique is disturbing, however, and an
area worthy of further investigation.
•	The emission indices for black carbon (BC) and particle surface-bound PAHs (polycyclic aromatic
hydrocarbons) generally follow trends similar to EIM discussed above except that: (1) BC was always
highest at high power, and (2) fuel composition had no measureable effect on either BC or PAH
emissions. Note, however, that the BC and PAH on-line measurements were highly variable and
oftentimes did not track well with power changes.
•	The chemical composition of the gas-phase nonmethane volatile organic compounds (NMVOCs) and
carbonyls varied by engine type as measured on a time-integrated basis over all power conditions.
However, significant quantities of a number of compounds listed in the Clean Air Act as hazardous air
pollutants (HAPs) were found in some or all engines including formaldehyde, acetaldehyde, benzene,
acrolein, toluene, and 1,3-butadiene.
•	The elemental composition of the PM samples collected on Teflon filters was dominated by sulfur. In
some samples, however, significant amounts of crustal elements such as silicon were also found due
to the resuspension of concrete cuttings generated during installation of the sampling probes and
lines.
•	Sulfate was by far the most abundant water-soluble ion determined from the Teflon filter samples.
Calculations of the transformation of S(IV) in the fuel to S(VI) indicate conversion rates in the range of
2 to 4%, which compare favorably to the values obtained by other investigators.
•	The emission indices determined in the program for organic carbon (OC) and elemental carbon (EC)
as determined from quartz filter sampling ranged from 37 to 83 mg/kg fuel for OC and 21 to 98 mg/kg
fuel for EC, respectively. The ratio of EC to OC ranged from 0 to almost 2 depending on the engine
type and fuel being tested.
•	Over 70% of the particle-phase organic compounds, also determined from the quartz filters, consisted
of n-alkanes and PAHs. Also, of the engines tested, the CFM56-3B1 and AE3007A1E had the highest
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emission indices of total speciated organic compounds, whereas the P&W 4158 and CFM56-7B24
had the lowest.
•	The results obtained in the study are at least generally comparable to the results obtained by other
APEX investigators. However, a report of the APEX-3 results from the other groups has not as yet
been released.
From the above conclusions, the following recommendations for future research are offered for
consideration for funding:
•	One major issue to be resolved in future work is the effect of the sampling system on the
experimental results. These effects include both particle losses in the sampling lines, as well as the
potential transformation of the aerosol from the point of collection to the point of measurement. A
standardized sampling system with well-characterized performance should be employed in all future
testing. Also, the issue of representative plume sampling should be addressed.
•	The lack of good agreement between instruments is also a significant issue warranting additional
research. Of particular importance is the lack of correlation between on-line SMPS and filter-based
methods for determining EIM.
•	Although particle losses through the sampling system can be characterized using traditional aerosol
science techniques [e.g., sodium chloride (NaCI) aerosol], a reliable soot calibration source is needed
that is both reproducible and stable. Although work is underway under both NASA and EPA Office of
Transportation and Air Quality sponsorship to develop the necessary calibration equipment, additional
research and development is definitely needed in this regard.
•	A reliable on-line method for the direct determination of PM mass emissions is needed. Neither the
Tapered Element Oscillating Microbalance (TEOM) nor the Quartz Crystal Microbalance (QCM)
appears capable of conducting these measurements in a reliable manner. The TEOM is generally not
sensitive enough and the QCM produces values higher than other methods and has limited sampling
times due to crystal saturation.
•	The effect of fuel composition is also an area worthy of additional investigation. In particular, the
further examination of the influence of sulfur and aromatics on sulfate and organic emissions is
needed to assess the impact of future aviation fuels on local air quality and global climate change.
•	Further work is needed in the characterization of plume aging. To date, all measurements have been
performed in the near-field plume < 50 m from the engine exit. Many issues related to fence-line and
neighborhood air quality need to be addressed at distances far greater than 50 m and multiple points
downstream. For the plume aging tests, the instrumentation should be positioned directly in the plume
to avoid problems with long sampling lines.
•	Additional chemical characterization of both the gas- and particle-phase emissions by power
condition is needed. The data provided are representative of all thrust levels during a particular test.
However, specific data for at least the four ICAO-specified power conditions are needed in order to
make a determination of the local air quality impacts from airports.
xxiii

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xxiv

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1. Introduction
1.1 Background
The fine particulate matter (PM) emissions from aircraft operations at large airports in National Ambient
Air Quality Standards (NAAQS) nonattainment areas are of major environmental concern. Like diesel
engines, the PM emissions generated by aircraft gas turbine engines are nanometer in size, contain a
variety of toxic air pollutants, and are carbonaceous in nature. In addition, very little chemical source
profile data currently exist for aircraft engines; these data are critical for use in receptor modeling, which is
used during the State Implementation Plan (SIP) development process.
The fine PM generated from aircraft gas turbine engines can be classified into two major components,
non-volatile and volatile PM. Non-volatile PM (or soot) is produced in the combustor and is present at
engine exit temperature and pressure whereas volatile PM is formed in the near-field plume downstream
of the engine through the gas-to-particle conversion of sulfur and organic gases. Total PM is the
combination of both volatile and non-volatile components. In the true sense, total PM can only be
characterized by sampling of the exhaust plume after natural cooling and dilution in the atmosphere.
There is, however, considerable controversy as to the definition of volatile PM as it applies to both local
air quality and global climate impacts.
For a new gas turbine engine used for aero-propulsion (a jet engine), the exhaust gas emissions must
comply with applicable regulations promulgated by the International Civil Aviation Organization (ICAO) for
unburned total hydrocarbons (THC), carbon monoxide (CO), nitrogen oxides (NOx), and smoke number
(SN). The current range of certifiable operating conditions includes four power (thrust) settings (7, 30, 85
and 100%) indicative of the landing and take-off (LTO) cycle at commercial airports. Since there is
currently no emission standard for PM, ICAO is interested in setting a certification limit for this pollutant to
address both local air quality and global climate issues.
In general, the majority of the available PM emissions data for commercial aircraft engines is limited and
does not completely characterize volatile components resulting from atmospheric cooling and dilution.
There is, therefore, a real need for a comprehensive emissions data set for aircraft turbine engines.
These data need to include mass-based emission factors and chemical speciation data, which relate the
PM emissions to engine operating parameters and key fuel characteristics. This data set must also
consider the formation of volatile components in the near-field plume.
To address the need for better PM emissions data for aircraft, the Aircraft Particle Emissions experiment
(APEX) was organized in 2003. The APEX program is a major collaborative effort between the National
Aeronautics and Space Administration (NASA) and a number of other research organizations including
the U.S. Environmental Protection Agency's (EPA) National Risk Management Research Laboratory
(NRMRL) in Research Triangle Park (RTP), North Carolina. Other APEX collaborators include the Federal
1

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Aviation Administration (FAA), the U.S. Air Force's Arnold Engineering Development Center (AEDC),
California Air Resources Board, General Electric, Pratt & Whitney, Rolls-Royce, three commercial airlines,
two international airports, the Missouri University of Science and Technology Center of Excellence
(UMR), the University of California-Riverside, and Aerodyne Research, Inc. (ARI).
The APEX program is a high visibility, major research priority for EPA's Office of Transportation and Air
Quality (OTAQ). The need for emission factors and source profiles has also been expressed by EPA
Region 9 for use in air quality analyses around the Los Angeles International Airport. In addition, the
program is also part of ongoing efforts by the Society of Automotive Engineers (SAE) E-31 Committee to
develop a standard PM test method for aircraft engine certification as requested by ICAO. The APEX
tests also support the FAA "Aircraft Emissions Characterization (AEC) Research Road Map" for
commercial aircraft.
1.2	Research Objectives
The three sampling campaigns presented in this report (APEX-1, -2, and -3) focused on collecting the
data necessary to update and improve emission factors (indices) and source profiles for commercial
aircraft-generated PM. The specific objectives of this program were to:
•	Develop PM emission factors (indices) and chemical profiles for representative commercial aircraft
engines (primary objective) and
•	Determine the effect of fuel properties (e.g., sulfur and aromatic content) and engine operating
conditions (e.g., cold vs. warm) on the PM emissions (secondary objective).
Measurements conducted by NRMRL during APEX-1, -2 and -3 were conducted in the plume, mostly at
30 m behind the engine, and as such represent the total PM emissions present at that location. This
testing was conducted using the Diesel Emissions Aerosol Laboratory (DEAL), and resulted in the first
EPA-generated emission factors for commercial aircraft engines since the late 1970s. Samples extracted
at other distances were analyzed by APEX collaborators.
This program was originally designed to also provide critical PM emissions data for artificially diluted
exhaust (measured 1 m behind the engine) as well as for the plume after natural atmospheric dilution and
cooling. This comparison of methods was conducted during the first two tests of APEX-1 using the
NRMRL Dilution Sampling System (DSS). Flowever, because of the aggressive scope of the remainder of
the project, limited availability of the DSS, and the disparate results produced between the two methods
in APEX-1, this portion of the study was deferred for further investigation at a future date.
1.3	Organization of this Report
This report describes three related field campaigns for characterizing the PM emissions from engines
manufactured by CFM International (CFMI), General Electric, Pratt & Whitney, and Rolls Royce under the
auspices of the APEX program. Engines manufactured by CFMI were tested during all three field tests.
The first campaign, APEX-1, was conducted in April 2004 at NASA's Dryden Flight Research Center
(DFRC) on Edwards Air Force Base (AFB), California. The second field campaign, APEX-2, was
conducted in August 2005 at the Oakland International Airport in Oakland, California. The final campaign,
APEX-3, was conducted in November 2005 at NASA's Glenn Research Center at the Cleveland Hopkins
International Airport in Cleveland, Ohio.
2

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Although the APEX research team conducted collaborative testing efforts, with the data being shared
among the various project participants, this document addresses only the measurements conducted by
EPA-NRMRL. The fuel flow rate at each power setting (i.e., percent rated thrust) was provided to NRMRL
by APEX collaborators. Also, except for the carbon content of the fuels used in APEX-2, the chemical
analysis of each fuel tested was also provided by others. Meteorological data were supplied by NASA for
APEX-1 and The University of Central Florida (Volpe National Transportation Center) for APEX-3. Volpe
also supplied background and ambient C02 measurements during APEX-2 and -3. ARCADIS U.S., Inc.
(ARCADIS) collected the weather data for APEX-2.
Following this introduction, Section 2 describes the test sites and engine specifications for each of the
three campaigns. The experimental apparatus and testing procedures are detailed in Sections 3 and 4,
respectively. Section 5 details the post-test data analysis conducted. The test matrix, fuel composition
and engine operation are discussed in Section 6, and the environmental and engine operating data are
provided in Section 7. Sections 8 through 13 present, respectively, the data comparison of PM mass
emissions, PM number emissions, particle size distribution (PSD) and geometric mean diameter (GMD),
instrumental black carbon and particle surface-bound polycyclic aromatic hydrocarbon (PAFI) emissions,
gas-phase chemical composition, and PM-phase chemical composition. Each data section presents a
comparison of results between the three campaigns, as well as selected comparisons to other available
data collected by collaborators. A discussion of quality assurance (QA) is presented in Section 14, and
the conclusions of this three-part sampling campaign are found in Section 15. Finally, all experimental
data will be archived either on the NASA public website (http://particles.qrc.nasa.gov) and/or a suitable
EPA website to be established for this purpose.
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4

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2. Test Site Description and Engine Specifications
2,1 APEX-1 Site Description and Setup
The CFMI model CFM-56-2C1 jet engine, used throughout APEX-1, was mounted on a Boeing DC-8
airframe at NASA's DFRC, Edwards AFB, California. Figure 2-1 illustrates the experimental setup, located
on PAD 14 at Edwards AFB. EPA extracted a sample from the centerline of the exhaust plume of the
inside starboard engine at a distance of 30 m behind the engine exit plane. The location is indicated in the
figure by the dot farthest from the engine with the label "3 sample rakes." The dot closest to the engine
represents a 1-m probe location, and the middle dot represents a 10-m probe location. Samples extracted
from these locations were analyzed by other organizations collaborating on this research campaign.
Asphalt
Concrete
3 sample rakes
Asphalt
Figure 2-1. APEX-1 experimental setup.
5

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Although spatially-integrated, multi-point sampling is normally preferred for most emissions
measurements, based on the prior experience of APEX collaborators, the DEAL'S sample extraction
system (described in detail in Section 3) was used to collect an air stream from a single point at the
center line of the jet engine exhaust plume 30 m downstream from the engine exit. The concurrent
measurement of C02 at this measurement location allowed the normalization of the emissions to a fuel
specific basis using a carbon balance as described in Section 5.
The sampling system was configured as a beveled nozzle connected to a 5-cm (2-in) outside diameter
(OD) stainless steel tube that ran from the center of the plume (30 m behind the engine) to the inlet of the
virtual impactor positioned in the DEAL trailer. The sample extraction system for the 30-m probe location
consisted of the probe itself, two 90° turns (each fabricated from two 45° elbows), 18 m (60 ft) of straight
tubing, and a Teflon "pop-off" valve for pressure relief at high engine power. The tubing entered the DEAL
through the trailer floor and connected to the virtual impactor and the DEAL'S instrumented sampling
tunnel. Thoroughly cleaned 5-cm (2-in) stainless steel tubing and uncontaminated fittings were used for
the entire system, from the virtual impactor to the probe. The probe, shown in Figure 2-2, was constructed
from 5-cm (2-in) diameter stainless steel tubing with a tapered inlet nozzle. The probe was attached to a
tripod stand that was anchored to the tarmac. Three 6-m (20 ft) pieces of the 5-cm stainless steel tubing
were used for the 18-rri run from the probe to the trailer.
Figure 2-2. DEAL 30-m exhaust plume probe assembly for APEX-1.
A vertical slipjoint was fabricated to enable small height adjustments of the probe. A similar horizontal
slipjoint (Figure 2-3) was located near the trailer to allow for small adjustments Of the sample line length
without having to relocate the trailer. Teflon gaskets and sanitary clamps were used to establish leak-tight
joints at all connections (Kinsey et al., 2006a). The nozzle at the inlet of the assembly was positioned to
face directly into the sample gas stream (i.e., the jet engine exhaust plume). The probe feet and the
sections of tube closest to the probe were anchored to the tarmac and the remaining tube was either
anchored or weighted down with sand bags. Based on the prior experience of APEX collaborators, no
attempt was made to insulate the sampling line or otherwise condition the sample.
6

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Figure 2-3. Sample line enters DEAL floor downstream of horizontal slipjoint and two 45° bends.
Measurements were also made during APEX-1 using the dilution sampling system (DSS) which is
described in Appendix A. However, the data obtained were generally inconsistent between the two tests
conducted and with other APEX-1 data and, therefore, were deemed questionable and not included in
any further analysis. The DSS was not used during APEX-2 or -3.
2.2 APEX-2 Site Description and Setup
During APEX-2, two CFMI model CFM56-7B24 jet engines were tested while mounted on a Boeing 737-
700 airframe, and CFM56-3B1 and -3B2 jet engines were tested while mounted on a Boeing 737-300
airframe. Figure 2-4 illustrates the experimental setup, which was located inside a three-sided noise
abatement enclosure, known as a ground run-up enclosure (GRE), at the Oakland International Airport in
Oakland, California. As was done during APEX 1, EPA extracted a sample from the exhaust plume of the
starboard engine at a distance of 30 m behind the engine exit plane. Additional probes were located at
distances of 1 and 54 m behind the starboard engine. Samples extracted from these locations were
analyzed by other APEX collaborators,
A plume sampling system was used to collect an air sample from the jet engine exhaust for subsequent
analysis using instrumentation located in the DEAL trailer. The plume sampling system was composed of
a probe located at the exhaust centerline 30 m behind the starboard engine. The probe was connected to
the inlet of the virtual impactor in the DEAL, by a 5-cm (2 in) OD stainless steel sampling line. The
configuration of the plume sample extraction system for the 30-m probe was exactly the same
configuration used during APEX-1, with one exception. The system consisted of the probe and two 90°
turns (each fabricated from two 45° elbows), but there was an additional 3 m of sample line length (21 m
total). This tubing entered the DEAL through the trailer floor, after which the tubing connected to the
virtual impactor and the DEAL'S instrumented sampling tunnel. Clean 5-cm stainless steel tubing and
uncontaminated fittings were again used for the entire system from the virtual impactor to the probe.
Again, the line was not insulated.
7

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I» lllllln-j"
V~J
~ PM 2.5 Sampkr
H COS liltj* Sampler
C5: Anemometer
Figure 2-4. APEX-2 experimental setup.
The 30-m probe stand used during APEX-2 is shown in Figure 2-5. The cone-shaped High-Efficiency
Particulate Air (HEPA) filter fitted on the probe nozzle inlet was used in a pre-test particle leak check. An
array of nine T-type thermocouples and a pitot tube mounted on the probe stand provided additional
information on the structure of the plume during testing. The pitot tube and associated differential
pressure cell is shown in Figure 2-5 mounted directly under the probe inlet. The thermocouple array
consisted of five thermocouples mounted on the vertical member and four mounted on the horizontal
member. Also shown in Figure 2 5 is the vertical slipjoint used during both APEX-1 and APEX-2 that
allowed small height adjustments of the probe. The associated mounting apparatus and most of the
sampling line were hard-mounted to the tarmac of the GRE using a series of drilled anchors and bolts.
Outside the jet exhaust, the sampling line was secured with sand bags.
8

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Figure 2-5, DEAL 30-meter exhaust plume probe assembly for APEX-2.
Note: the sandbags in the photo were later replaced with anchors and bolts drilled into the tarmac up to
the point that the sample line was outside the jet exhaust.
2.3 APEX-3 Site Description and Setup
During APEX 3, two CFMI model CFM56 3B1 engines, tested during APEX 2 on a Boeing 737-300
airframe, were tested again. In addition, five other jet engines of various sizes were studied. These
engines included the following:
•	General Electric CJ610 8ATJ turbojet on a Lear Model 25 airframe
•	Rolls Royce AE3007A1E and AE3007A1/1 turbofans on Embraer ERJ-145 airframes
•	Pratt and Whitney PW4158 turbofan on an Airbus A300 airframe
•	Rolls Royce RB211 535E4-B turbofan on a Boeing 757 airframe.
Figure 2-6 illustrates the experimental setup at NASA's Glenn Research Center at the Cleveland-Hopkins
International Airport. The aircraft engine test pad was located on the eastern extension of the airport and
across the street from the NASA aircraft hangar. A chain link fence serves as a boundary between the
airport property and the road to the west of the pad; the fence then continues between the airport property
and the UPS distribution center and their parking lot.
9

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UPS Distribution Center
[X X X X X X X :
NASA Glenn
Aircraft Hanger
XXXXXXXXXX
N

Concrete Pad
See Drawing "CPA Sample Line"
Electrical Boxes
^ Aircraft Centeriine
Exclusion Zone
will nan be incd for A* WO letting.
Taxiway
1
Figure 2-6. APEX-3 experimental setup.
In APEX-3, EPA extracted a sample from the engine exhaust plume at a distance of 30 m behind the exit
plane. In addition, samples were sometimes collected from either a 15-m or 43-rn probe location
depending on aircraft type. An additional probe was located 1 m behind the engine. Samples extracted
from this location were analyzed by other organizations collaborating on this research campaign.
A plume sampling system was used to collect an air sample from the jet engine exhaust for subsequent
sampling and analysis using instrumentation located in the DEAL, trailer. The plume sampling system was
composed of three probes located at the plume centeriine 15 m, 30 m, and 43 m behind the starboard
engine. In all three locations, the probe tip was a 5 cm stainless steel tube with a tapered end, identical to
the probe tips used in APEX-1 (Figure 2-2) and APEX-2 (Figure 2-5).
For the APEX-3 campaign, new probe stands were specially designed for the 15-, 30-, and 43-m
sampling locations. The new designs were required so that the probe tip with a large T-type thermocouple
array and pitot tubes could be positioned at different heights to accommodate the various aircraft being
10

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studied. During the first test, the probe stands were observed to be unstable and all three stands had to
be removed from the test pad. Therefore, the probe stands from APEX-1 and APEX-2 were used for the
30-m location, and a second stand was fabricated from parts on-hand at the NASA Glenn machine shop.
This stand was alternated between the 15- and 43-m sampling locations. The replacement probe stands
were positioned on the pad and secured with anchors, allowing the testing campaign to continue.
However, the replacement stands did not have the ability to raise the probe tips to always be in the center
of the exhaust plume of some of the engines tested, nor could they accommodate the thermocouples and
pitot tubes that were to be used to collect additional information on the structure of the plume. Like
APEX-1 and -2, uninsulated, 5-cm diameter stainless steel sampling lines ran from the probe to the
DEAL.
Since more than one sampling point was used during certain tests, a special valving system was
developed specifically for APEX-3. This system allowed sample to flow to the DEAL as well as the NASA
trailer on an as-needed basis. Figure 2-7 illustrates the valve system used for the three sampling points
during APEX-3. The layout of the sample lines was previously shown in Figure 2-6. End-of-runway
sampling of advected (wind transported) aircraft plumes was also attempted during APEX-3, but later
abandoned due to poor wind conditions. The DEAL'S "wing" probe used to extract these samples is
shown in Figure 2-8.
43 m Probe
EPA Trailer
NASA
30 m Probe
NASA
\
\ 15 m Probe
Figure 2-7. Valve arrangement used for multi-point sampling during APEX-3.
11

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Figure 2-8. DEAL'S "wing probe".
2.4 Engines Tested
A single engine was tested during API X 1: a CFMI model CFM-56-2C1 mounted on a NASA-owned
Boeing (formerly McDonnell-Douglas) DC-8 jet aircraft (Figure 2-9). The engines were originally installed
in 1986 but had recently been rebuilt. The aircraft was located at NASA's DFRC on Edwards AFB,
California. During APEX-2, three engine dash numbers of the same CFMI engine model were tested:
CFM56-3B1, CFM56-3B2 and CFM56-7B24. These engines were mounted on a Boeing 737-300 (-3B1
and -3B2) and a Boeing 737-700 (-7B24) airframe, respectively. The aircraft were owned and operated by
Southwest Airlines at Oakland International Airport, Oakland, California. During APEX-3, testing of the
CFMI CFM56 family of engines continued. Two of the eleven tests were conducted with a model CFM56-
3B1, which had been tested during APEX-2.
Figure 2-10 shows the CFM56 engines tested during the three field campaigns. This family of engines
includes four fan sizes and thrusts ranging from 18,500 to 34,000 pounds, with applications in short-,
medium and long-range aircraft. The CFM-56-2 model engine first entered commercial service in 1982
on the DC-8 airframe. The CFM-56-2 engine is the predecessor of the CI M 56 3 model, which was
introduced into commercial service in 1984 and which retained the core and the low pressure turbine of
the earlier model. The CFM-56-7 engine was introduced into commercial service in 1997. The CFM-56
family is one of the most widely used engines in the commercial fleet.
During APEX-3, engines from three additional manufacturers were tested: General Electric, Pratt &
Whitney, and Rolls Royce. Table 2-1 details the engines tested during the three campaigns.
12

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Figure 2-9. CFMI Model CFM56-2C1 jet engine tested during APEX-1.
Figure 2-10. CFMI Model CFM56 engines: CFM56-2 (left), CFM56-3 (center), and CFM56-7 (right).
13

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Table 2-1. Engines Tested in APEX-1, -2 and -3
Engine3
Airframe
Bypass
Rated
Thrustb
(kN)
ICAO Smoke Number0

Tail
Test Site/Test#
Ratiob
T/O
C/O
App
Idle
Number
CFMICFM56-2C1
Boeing
DC-8
6
97.86
6.0
3.0
2.6
2.2
N817NA
APEX-1/All Tests
CFMICFM56-7B24
Boeing
737-700
5.2
107.7
12.6d
NA
NA
NA
N435WN;
N429WN
APEX-2/Test#1 &4
CFMI CFM56-3B1
Boeing
737-300
5.1
89.41
4.0
2.5
2.5
2.2
N353SW;
N14324;
N70330
APEX-2/Test#2;
APEX-3/Test#1 & 11
CFMI CFM56-3B2
Boeing
737-300
5.1
98.3
6.0
3.0
2.5
2.2
N695SW
APEX-2/Test#3
General Electric CJ610-
8AT J (Turbojet) Starboard
Lear
Model 25
na
13.12
NA
NA
NA
NA
—
APEX-3/Test#2&5
Rolls RoyceAE3007A1Ee
Embraer
ERJ145
4.8
33.7
1.0
0
0
0
N11193
APEX-3/Test #3 (Starboard)
& 4 (Port)
Pratt & Whitney 4158
Starboard
Airbus
A300
4.6
258.0
8.1d
NA
NA
NA
N729FD
APEX-3/Test #6 & Test #7
Rolls RoyceRB211-
535E4-B Starboarde
Boeing
757-324
4.1
191.7
7.3d
NA
NA
NA
N75853
APEX-3/Test #8
Rolls RoyceRB211-
535E4-B Starboarde
Boeing
757-324
4.1
191.7
7.3d
NA
NA
NA
N74856
APEX-3/Test #9
Rolls RoyceAE3007A1/1
Starboarde
Embraer
ERJ145
4.8
34.74
1.0
0
0
0
N16927
APEX-3/Test #10
a.	All engines are turbofan except as noted.
b.	Civil Turbojet/Turbofan Specifications http://www.iet-engine.net/civtfspec.html or ICAO Databank Issue 15-C.
c.	Data from ICAO Engine Emissions Databank Issue 15-C.
T/O = take-off
C/O = climb-out
App = approach
NA = not available
d.	Maximum SN; no power specified.
e.	These engines are internally mixed-flow turbofan engines.
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3. Experimental Apparatus
3.1 General Description
The DEAL consists of a Kenworth T-800 diesel-powered tractor and a 45-ft Great Dane trailer. General
specifications of the DEAL are outlined in Table 3-1. A detailed description of the construction and
operation of the DEAL and the various instruments may be found in the approved quality assurance
project plan (QAPP) for each of the three studies fEPA, 2004; EPA, 2005a; EPA, 2005b).
Table 3-1. Specifications of the DEAL
Vehicle Parameter
Specification
SAE Vehicle Classification
Gross Vehicle Weight (GVW) Classification
Service Classification
Gross Train Weight or GVW
Tractor Wheelbase
Length of Trailer
Tire Size/Type
Engine
Engine Displacement
Engine Power Output
Engine Emission Limit
(Measured at West Virginia University)
3-S2
8
D
36,284 kg (80,000 lb)
6.1 m (20 ft)
14 m (45 ft)
Michelin 11 R24.5 radial
2000 Detroit Diesel Series 60
12.7 L
373 kW (500 hp) @ 2100 rpm
0.13 g/kW-hr (0.1 g/bhp-hr)
Electric power is supplied to the trailer through two panel boxes from which individual circuits are run to
various locations inside the trailer to support the power requirements of all the instruments, pumps,
blowers and other equipment. The panel boxes can receive power from a conventional power source or
from two 12-kW diesel-powered generators mounted to the underside of the trailer. When the DEAL is in
its staging configuration, it can accept external (i.e., utility) power and additional calibration gases can be
connected to the Continuous Emission Monitoring System. All instruments are supplied conditioned
power via an uninterruptible power supply (UPS). Pumps and other equipment that do not contain
delicate electronics do not receive conditioned power from the UPS.
For APEX-2 and -3, a rental tractor was used instead of EPA's Kenworth T-800 tractor to pull the DEAL
trailer to the test site. Because the main computer operator's station used to monitor and control the
sampling instruments and equipment was located in the Kenworth sleeper, a new desktop computer
15

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station was set up inside the DEAL trailer. To simplify the electrical setup for the DEAL and the other
participants during APEX-2 and -3, a single power station was designed and fabricated to make the
electrical setup and tear-down more efficient for the entire research team. The electrical power skid is
shown in Figure 3-1.
Figure 3-1. Electrical power skid used during APEX-2 and APEX-3.
3.2 Sampling System
The DEAL uses two centrifugal blowers, each controlled by a variable frequency drive and mass flow
meter, to continuously extract 1.1 actual m Vmin — 40 actual ft'Vmin (acfrri) — of sample gas from the
plume. After extraction, the plume sample flows through a 5-crn diameter stainless steel sampling tube
into a PM-2.5 "cut point" (i.e., particle diameter representing a 50% collection efficiency for equivalent unit
density spheres <2.5 pm in diameter) virtual impactor, and then into an 8.8-m long, 15-cm inside diameter
(ID) stainless steel sampling tunnel. A series of "buttonhook" sampling nozzles, which are staggered in
height inside the tunnel to minimize aerodynamic interference, is used to extract samples from the tunnel.
The sample flow captured by each nozzle exits the plume tunnel through flow splitters that direct the flow
from the sampling tunnel to various instruments. The tunnel is supported from the trailer floor by columns
integrated into the plume instrument rack. Conductive silicone rubber lines connect the instruments to the
appropriate sample splitter.
The DEAL was outfitted and configured to accommodate the sample collection and continuous monitoring
requirements of the APEX monitoring plan. Figure 3-2 is representative of the DEAL exhaust plume
measurement equipment configuration used for speciated testing during the APEX campaigns. In this
context, "speciated" refers to those tests designated for the determination of gas- and particle-phase
chemical characteristics by time-integrated sampling.
16

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4 acfm
Blower
36 acfm
Xontech
Sampler
Kl
DNPH
Mass Flow
(2) DNPH
SUMMA
Controller
Splitter 1
PM-2.5
Virtual
Impactor
Mass Flow
Controller
Splitter 4
Splitter 3
Splitter 2
Blower
Teflon
Filter
Quartz
Filter
3302a
Dilute r
Nano
SMPS
Carbon
Dioxide
1105a
TEOM
Thermal
Denuder
Aethalo
meter
(2)
Quartz
Floor of DEAL
Trailer
Mass Flow
Meter and
Solenoid
Valve
-5

(2)

Teflon
Quartz

Mass Flow
Meters and
Solenoid
Valve

Mass Flow
Meter and
Solenoid
Va ve
Pump

¦c
Pump
CPC = Condensation Particle Counter
DNPH = 2,4 Dinitrophenylhadrazine
EEPS= Engine Exhaust Particle Sizer
ELPI = Electrical Low Pressure Impactor
PAS = Photoelectric Aerosol Sensor
PUF = Polyurethane Foam Plugs
SMPS = Scanning Mobility Particle Sizer
TEOM = Tapered Element Oscillating Microbalance
QCM = Quartz Crystal Microbalance
Kl = Potassium Iodide Scrubber Cartridge
Figure 3-2. Representative DEAL exhaust plume measurement equipment configuration, speciated test.

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During the three measurement campaigns, the plume sampling instrument configuration varied slightly
from that shown in Figure 3-2. For APEX-1, the configuration shown changed only in that there were two
instrument substitutions. On splitter 2, a tracer gas analyzer (B&K Model 1302 Photoacoustic Analyzer)
was used to measure C02 instead of the continuous online Milton Roy Model 5300A analyzer. On splitter
3, the TSI Model 3936 (Long DMA—Differential Mobility Analyzer) Scanning Mobility Particle Sizer
(SMPS) was substituted for the TSI Model 3090 Engine Exhaust Particle Sizer (EEPS). Note also that
during APEX-1, the Quartz Crystal Microbalance (QCM) failed to function properly. Therefore, no data
were recorded from this instrument during APEX-1.
The background was sampled by an independent sample extraction and analysis system. The
background sample air enters the system through a "rain hat" to an elevated transfer line. The sample
stream is then routed into two parallel PM-10/PM-2.5 (particles <10 |jm or <2.5 |jm in aerodynamic
diameter, respectively) pre-collectors and into a sampling tunnel from which the instruments draw their
sample through staggered probes and flow splitters. Figure 3-3 is representative of the DEAL background
measurement equipment configured for speciated testing during the APEX campaigns.
During APEX-1, the configuration shown in Figure 3-3 changed only because there were two instrument
substitutions. On splitter 1, an integrated bag sampler was used instead of the Milton Roy Model 5300A
C02 analyzer, and the older 3934 SMPS was used instead of the 3936 (Long DMA) SMPS.
For non-speciated tests, whether for plume or background sampling, there again were only minor
differences in the DEAL configuration. First, no sampling was conducted off splitter 1: the SUMMA
canister and the 2,4-dinitrophenylhydrazine (DNPFI) and potassium iodide (KI)-DNPFI cartridges were
removed. Second, during APEX-1, the dual series of polyurethane foam (PUF) cartridges was replaced
with two quartz filters for both plume and background sampling. Third, during APEX-3, no sample
collection media were run during the non-speciated tests.
In APEX-1, three of the nine tests were speciated. During APEX-2, all sampling equipment configurations
in the DEAL were for speciated tests. Finally, six of the eleven tests conducted during APEX-3 were also
speciated. Recall that the end-of-runway sampling in APEX-3 was unsuccessful due to poor wind
conditions.
Tables 3-2 and 3-3 present detailed information about the sampling location of each instrument inside the
DEAL for the plume and background sample tunnels, respectively, for all three APEX sampling
campaigns. Any instrument substitutions or the removal of any instruments between campaigns has been
reflected in this table. Note that Tables 3-2 and 3-3 also distinguish between tests in which samples were
collected for speciation and tests in which no samples were collected for speciation. Table 3-4 presents
descriptions of the measurement capabilities of the DEAL and is followed by descriptions of each
individual instrument.
18

-------
From Roof
Probe
=0=
Pump
PM-10 Heads
and PM-2.5
Cyclones
Controller
Splitter 2
Splitter 1
Controller
1400
TEOM
3936
SMPS
Teflon
Filter
Quartz
Filter
Carbon
Dioxide
Quartz
Mass Flow
Meter and
Solenoid
Valve
Mass Flow
Meter and
Solenoid
Valve
Pump
CPC = Condensation Particle Counter
DNPH = 2,4 Dinitrophenylhydrazine
ELPI = Electrical Low Pressure Impactor
PUF = Polyurethane Foam Plugs
SMPS = Scanning Mobility Particle Sizer
SUMMA = Evacuated Cannister
TEOM = Tapered Element Oscillating Microbalance
Kl = Potassium Iodide Scrubber Cartridge
Representative DEAL background measurement equipment configuration, speciated test.

-------
Table 3-2. Measurement Configuration for the Plume Sample Tunnel
Campaign
Splitter 1
Splitter 2
Splitter 3
Splitter 4
APEX
Test#
DNPH
SUMMA
C02
PAS
QCM
1105a
CPC
Aethal-
3936L _

Nano
Thermal
ELPI
Teflon
Quartz
2000
TEOM
ometer
SMPS
SMPS
Denuder
+ 2Q
+ PUF
1
EPA-1
X
X
PA
X

X
X
X
X

X
X
X
X
X

EPA-2
X
X
PA
X

X
X
X
X

X
X
X
X
X

NASA-1


PA
X

X
X
X
X

X
X
X

2Q

NASA-1a


PA
X

X
X
X
X

X
X
X

2Q

EPA-3
X
X
PA
X

X
X
X
X

X
X
X
X
X

NASA-2


PA
X

X
X
X
X

X

X















c

C
C2Q

NASA-3


PA
X

X
X
X
X

X

X


NASA-4


PA
X

X
X
X
X

X
n
X
n


NASA-5


PA
X

X
X
X
X

X
U
X
U
w2Q
2
T1
X
X
X
X
X
X
X
X

X
X
X
X
X
X

T2

X
X
X
X
X
X
X

X
X

X




c










C

C
c

T3

X
X
X
X
X
X
X

X
X

X



T4
X
X
X
X
X
X
X
X

X
X
X
X
X
X
3
T1


X
X
X
X
X
X

X
X

X



T2


X
X
X
X
X
X

X
X

X



T3
X
X
X
X
X
X
X
X

X
X

X















C

C
C

T4
X
X
X
X
X
X
X
X

X
X

X



T5


X
X
X
X
X
X

X
X

X



T6

X
X
X
X
X
X
X

X
X

X




c










C

c
c

T7

X
X
X
X
X
X
X

X
X

X



T8


X
X
X
X
X
X

X
X
n
X



T9
X
X
X
X
X
X
X
X

X
X
U
X
X
X

no


X
X
X
X
X
X

X
X

X



T11
X
X
X
X
X
X
X
X

X
X
X
X
X
X
2Q = Double quartz backup filters (NASA runs)
CPC = Condensation Particle Counter
DNPH = 2,4-Dinitrophenylhydrazine
EEPS = Engine Exhaust Particle Sizer
ELPI = Electrical Low Pressure Impactor
PUF = Polyurethane foam
QCM = Quartz Crystal Microbalance
SMPS = Scanning Mobility Particle Sizer
SUMMA = SUMMA-polished stainless steel canisters
TEOM = Tapered Element Oscillating Microbalance
PA = Photoacoustic analyzer
C = Cartridges were composited for both runs to collect sufficient sample mass (see Section 6)
20

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Table 3-3. Measurement Configuration for the Background Sample Tunnel
Campaign
Splitter 1
Splitter2
Splitter 3
APEX Test #
CPC
1400
TEOM
3934
SMPS
3936L
SMPS
Bag
Samp.
co2
Teflon
+2Q
Quartz
+ PUF
ELPI
SUMMA
DNPH
1 EPA-1
X
X
X

X

X
X
X
X
X
EPA-2
X
X
X

X

X
X
X
X
X
NASA-1
X
X
X

X

X
2Q
X


NASA-1 a
X
X
X

X

X
2Q
X


EPA-3
X
X
X

X

X
X
X
X
X
NASA-2
X
X
X

X

c*
C2Q
X


NASA-3
X
X
X

X

X


NASA-4
X
X
X

X

C
C2Q
X


NASA-5
X
X
X

X

X


2 T1
X
X

X

X
X
X
X
X
X
T2
T3
X
X
X
X

X
X

X
X
C
C
X
X
X
X
c
T4
X
X

X

X
X
X
X
X
X
3 T1
X
X

X

X


X


T2
X
X

X

X


X


T3
T4
X
X
X
X

X
X

X
X
C
C
X
X
X
X
X
X
T5
X
X

X

X


X


T6
T7
X
X
X
X

X
X

X
X
C
c
X
X
X
X
C
T8
X
X

X

X


X


T9
X
X

X

X
X
X
X
X
X
T10
X
X

X

X


X


T11
X
X

X

X
X
X
X
X
X
2Q = Double quartz backup filters (NASA runs)
CPC = Condensation Particle Counter
DNPH = 2,4-Dinitrophenylhydrazine
EEPS = Engine Exhaust Particle Sizer
ELPI = Electrical Low Pressure Impactor
PA = Photoacoustic analyzer
PUF = Polyurethane foam
QCM = Quartz Crystal Microbalance
SMPS = Scanning Mobility Particle Sizer
SUMMA = SUMMA-polished stainless steel canisters
TEOM = Tapered Element Oscillating Microbalance
* = Teflon filter was not composited
C = Cartridges were composited for both runs to collect sufficient sample mass (see Section 6)
21

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Table 3-4. Measurements Performed by the DEAL during APEX-1, -2, and -3
Parameter
Sampling
Location
Measurement Technique
Type of Sample
Instruments and Sampling Media
PM-2.5 mass concentration
Background
Microbalance
Continuous
Rupprecht and Patashnick Series 1400a TEOM

Background
Gravimetric analysis
Time-integrated
47-mm Teflon filter with double quartz backup filters for collection of gas-
phase "blow off'3

Plume
Microbalance
Continuous
Rupprecht and Patashnick (now Thermo Electron) Series 1105a TEOM

Plume
APEX-2 & -3: QCM
Continuous
SEMTECH Model RPM-100 particulate monitor + diluter

Plume
Gravimetric analysis
Time-integrated
47-mm Teflon filter with double quartz backup filters3
Particle size distribution
Background
Low pressure cascade impactor (aerodynamic
diameter)
Continuous/
time-integrated
Dekati ELPI

Background
Electrical mobility classifier/condensation nuclei
counter (electrical mobility diameter)
Continuous
APEX-1: TSI Model 3934 SMPS, Model 3071 A classifier, Model 3010
CPC
APEX-2 &-3: TSI Model 3936 SMPS (long), Model 3080 classifier,
Model 3025a CPC, Model 3081 DMA

Plume
Low-pressure cascade impactor (aerodynamic
diameter)
Continuous/
time-integrated
Dekati ELPI

Plume
Electrical mobility classifier/condensation nuclei
counter (electrical mobility counter)
Continuous
TSI Model 3936 SMPS (Nano). Model 3080 classifier, Model 3025a
CPC, Model 3085 DMA

Plume
APEX-1: electrical mobility classifier/condensation
nuclei counter (electrical mobility counter)
APEX-2 & -3: electrical mobility classifier/electrometers
(electrical mobility counter)
Continuous
APEX-1: TSI Model 3936 SMPS (long), Model 3080 classifier, Model
3025 CPC, Model 3081 DMA
APEX-2 & -3: TSI Model 3090 EEPS + diluter
PM-2.5 number concentration0
Background
Condensation nuclei counter
Continuous
Model 3025a CPC

Plume
Condensation nuclei counter
Continuous
Model 3025a CPC + diluter
Elemental carbon/organic carbon
Background
Thermo-optical analysis (NIOSH Method 5040)
Time-integrated
Prefired 47 mm quartz filter
(EC/OC)
Plume
Thermo-optical analysis (NIOSH Method 5040)
Time-integrated
Prefired 47 mm quartz filter

Plume
Optical attenuation/UV absorption (black carbon)
Continuous
TSI 3302a Diluter +Magee Model AE-2 Aethalometerd
PM semivolatile organic
Background
GC/MS
Time-integrated
Prefired 47 mm quartz filter with 4 PUF plugs.3
compounds (SVOCs)
Background
Low-pressure cascade impactor
Time-integrated
12 aluminum foil ELPI stages + prefired quartz back-up filterb

Plume
GC/MS
Time-integrated
Prefired 47 mm quartz filter with 4 PUF plugs.3

Plume
Low-pressure cascade impactor
Time-integrated
12 aluminum foil ELPI stages + prefired quartz back-up filterb

Plume
UV analyzer (particle surface PAHs)
Continuous
EcoChem Model PAS 2000

-------
Parameter
Sampling Measurement Technique
Location
Type of Sample Instruments and Sampling Media
PM volatile compounds (VOCs) Plume
Gravimetric/thermo-optical analysis
Time-integrated Dekati Model EKA-111 thermal denuder with parallel Teflon and double
prefired quartz filters
r>o
CO
PM inorganic water-soluble ions
Background
Plume
Ion chromatography
Ion chromatography
Time-integrated
Time-integrated
Teflon filter
Teflon filter
PM elemental composition
Background
Plume
XRF
XRF
Time-integrated
Time-integrated
Teflon filter
Teflon filter
APEX-1 CO, C02, total VOCs
Background
Plume
IR absorption
IR absorption
Integrated bage
Continuous
Briiel & Kjaer Model 1302 Photoacoustic Analyzer
Briiel & Kjaer Model 1302 Photoacoustic Analyzer
APEX-2 & -3 C02
Background
Plume
IR absorption
IR absorption
Continuous
Continuous
Milton-Roy (CA Analytical) Model 5300A
Milton-Roy (CA Analytical) Model 5300A
Gas-phase NMOCs
Background
Plume
GC/MS/FID
GC/MS/FID
Time-integrated
Time-integrated
SUMMA-passivated canister
SUMMA-passivated canister
Gas-phase carbonyl compounds
Background
Plume
HPLC
HPLC
Time-integrated
Time-integrated
DNPH impregnated silica gel cartridges with Kl ozone scrubber cartridge
DNPH impregnated silica gel cartridges with Kl ozone scrubber cartridge
Sample temperature'
Plume tunnel
Thermocouple
Continuous
K-Type thermocouples; T-Type only on APEX-2 sampling probes
APEX-2 plume temperature
Plume
Thermocouples
Continuous
Multiple T-type thermocouples
APEX-2 plume velocity
Plume
Pitot tube
Continuous
Standard pitot tube plus differential pressure cell
APEX-2 wind speed/direction
Background
Propeller anemometer & wind vane
Continuous
Vaisala MAWS weather station
a Filter holder design per Federal Test Procedure (FTP) published in 40 Code of Federal Regulations (CFR), Part 86. "Blow off' are gas-phase semivolatile species that have been released from the particulate
deposited on the primary filter by the air flow passing through the medium.
b Aluminum foil substrates from the ELPI were not analyzed due to insufficient mass.
c These measurements were redundant and these data were not used.
d The aethalometer measures "black" carbon which approximates elemental carbon content as determined from diesel engine testing at West Virginia University (Kinsey et al., 2006b).
e Post-test analysis of time-integrated Tedlar bag sample collected over the entire test period.
'Temperature was not monitored in sampling lines.
CPC = Condensation Particle Counter	NMOC = Nonmethane Organic Compound
DMA = Differential Mobility Analyzer	NIOSH = National Institute for Occupational Safety and Health
DNPH = 2,4-Dinitrophenylhydrazine	PAH = Polycyclic Aromatic Hydrocarbon
EEPS = Engine Exhaust Particle Sizer	PUF = Polyurethane Foam
ELPI = Electrical Low Pressure Impactor	QCM = Quartz Crystal Microbalance
FID = Flame Ionization Detector	SMPS = Scanning Mobility Particle Sizer
GC/MS = Gas Chromatography/ Mass Spectrometry	TEOM = Tapered Element Oscillating Microbalance
HPLC = High Performance Liquid Chromatography	UV = Untraviolet
IR = Infrared	XRF = X-ray Fluorescence

-------
In addition to the above equipment, exit plane sampling was also attempted at a location of 1 m during
APEX-1 using EPA's Dilution Sampling System (DSS). This system is based on the dilution stack sampler
developed by Hildeman et al. (1991) and described in Appendix A. As stated previously, no useful data
were obtained from the DSS and thus the measurement results are not presented in this report.
3.3 Instrumentation
3.3.1	Tapered Element Oscillating Microbalance Monitors
The Rupprecht and Patashnick (R&P) Tapered Element Oscillating Microbalance (TEOM) Series 1105
Diesel Particulate Monitor and Series 1400a Ambient Particulate Monitor incorporates a patented inertial
balance that directly measures the mass collected on an exchangeable filter cartridge. The TEOM
monitors the change in the natural oscillating frequency of a tapered element as additional mass collects
on the filter. The sample flow passes through the filter, where PM collects, and then continues through the
hollow tapered element on its way to a dynamic flow control system and vacuum pump.
The TEOM mass transducer does not normally require recalibration because it is specially designed and
constructed from non-fatiguing materials. The mass calibration of the TEOM was verified before sampling
using an optional Mass Calibration Verification Kit that contains a filter of known mass. A flow controller
maintains the sample flow rate input by the user. TEOM Series 1105 interfaces with the multicomputer via
an input/output (I/O) card, cable, and software supplied by the manufacturer, Thermo Electron, Inc. The
TEOM Series 1400a monitor incorporates the same technology as the 1105a, but incorporates an internal
microprocessor and data storage system.
3.3.2	Quartz Crystal Microbalance
An older instrument, which has recently been reintroduced, is the QCM. The harmonic oscillator principle
used in the QCM is similar to the TEOM, except that the collected PM is actually deposited onto a crystal
element using an electrostatic precipitator (ESP). Due to its high-frequency operation, the QCM exhibits
far less instrumental noise than the TEOM, but the QCM also can overload in a relatively short period. To
offset this problem, a dilutor was used with the instrument to extend the useful life of the crystal element.
The QCM was operated and the data collected using the software provided by the manufacturer.
3.3.3	Electrical Low Pressure Impactor
The Dekati Electrical Low Pressure Impactor (ELPI) is a real-time particle size spectrometer designed for
real-time monitoring of aerosol particle size distribution. The ELPI measures airborne particle size
distributions (PSD) with 12 channels in the size range of 0.03 to 10 |jm. The principle is based on
charging, inertial classification, and electrical detection of the aerosol particles. The instrument consists
primarily of a corona charger, low pressure cascade impactor, and multi-channel electrometer. The ELPI
communicates with the multicomputer via a serial port using the ELPI VI software provided with the
instrument. The software is used for setup and configuration and to view data.
3.3.4	Engine Exhaust Particle Sizer
The TSI Model 3090 EEPS measures the size distribution and number concentration of exhaust particle
emissions in the range from 5.6 to 560 nm. The instrument continuously draws a sample of the exhaust
flow into the inlet, and the particles in the flow are positively charged to a predictable level using a corona
charger. These charged particles are then introduced to the measurement region near the top-center of a
high-voltage electrode column surrounded by a stack of electrometers and the particles are transported
24

-------
down the column in a sheath of HEPA-filtered air. A positive voltage is applied to the electrode and
creates an electric field that repels the positively charged particles outward according to their electrical
mobility.
Charged particles strike the respective electrometers and transfer their charge. A particle with higher
electrical mobility strikes an electrometer near the top, whereas a particle with lower electrical mobility
strikes an electrometer lower in the stack. This multiple detector arrangement using highly sensitive
electrometers allows for simultaneous concentration measurements of multiple particle sizes.
3.3.5	Scanning Mobility Particle Sizer
The TSI Model 3934 SMPS is a system that measures the size distribution of aerosols in the size range
from 10 to 1,000 nm. The particles are classified with the Model 3071A Electrostatic Classifier and their
concentration is measured with the Model 3010 Condensation Particle Counter (CPC). The system
communicates with the multicomputer via a serial port. The Aerosol Instrument Manager (AIM) software
Version 5.2 is used for setup and configuration and to view data.
The TSI Model 3936 Long SMPS is a system that measures the size distribution of aerosols in the size
range from approximately 9 nm to 1,000 nm. The particles are classified with the Model 3080 Electrostatic
Classifier with a Model 3081 Long DMA, and their concentration is then measured with the Model 3025A
CPC. The Long DMA is the traditional length DMA used in the older Model 3071 Electrostatic Classifier.
The system communicates with the multicomputer via a serial port.
The TSI Model 3936 Nano-SMPS is a system that measures the size distribution of aerosols in the size
range from 2 to 150 nm. The particles are classified with the Model 3080 Electrostatic Classifier with a
Model 3085 Nano-DMA and their concentration is then measured with the Model 3025A CPC. The Nano-
DMA is optimized for the size range below 20 nm. The system communicates with the multicomputer via
a serial port. The AIM software Version 5.2 package is used for setup and configuration, and to view data.
3.3.6	Condensation Particle Counter
The Model 3025A CPC detects and counts particles larger than 3 nm in diameter by an optical detector
after a supersaturated vapor (n-butyl alcohol) condenses onto the particles, causing them to grow into
larger droplets. The range of particle concentrations extends from less than 0.01 to 9.99 x 104
particles/cm3. The system communicates with the multicomputer via a serial port. The CPC LOG software
developed by NRMRL was used to log the data.
3.3.7	Aethalometer
The Magee (Andersen) Model AE-2 Aethalometer measures real-time "black" carbon [i.e., elemental
carbon (EC)] and is designed for fully automatic and unattended operation. The sample is collected as a
spot on a roll of quartz fiber tape. An optical method is then used to measure the attenuation of a beam of
light transmitted through the sample. The optical attenuation is linearly proportional to the amount of black
carbon collected on the quartz fiber tape. The aethalometer communicates with the multicomputer via an
analog output signal with a voltage range of 0 to 5 volts. Operation of the instrument was checked before
sampling using an optical test strip.
25

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3.3.8	Photoelectric A erosol Sensor
The PAS 2000 Photoelectric Aerosol Sensor works on the principle of photoionization of particle surface-
bound polycyclic aromatic hydrocarbons (PAH). Using an Excimer lamp, the aerosol flow is exposed to
ultraviolet (UV) radiation. The Excimer lamp offers a high intensity, narrow band source of UV radiation.
The wavelength of the light is chosen so that only the PAH-coated aerosols are ionized, while gas
molecules and non-carbon aerosols remain neutral. The aerosol particles that have PAH molecules
adsorbed on the surface emit electrons, which are subsequently removed when an electric field is
applied. The remaining positively-charged particles are collected on a filter inside an electrometer, where
the charge is measured. The resulting electric current establishes a signal that is proportional to the
concentration of total particle-bound PAHs.
3.3.9	Tracer Gas Analyzer
The Bruel and Kjaer (B&K) Model 1302 Photoacoustic Analyzer operates on the principle of infrared (IR)
photoacoustic spectroscopy. A pump draws air from the sampling point through two air filters to flush out
the "old" air in the measurement system and replace it with a "new" air sample, which is hermetically
sealed in the analysis cell by closing the inlet and outlet valves. Light from an IR source is reflected off a
mirror, passed through a mechanical chopper (which pulsates it), and then through one of the optical
filters in a filter carousel. The light transmitted by the optical filter is selectively absorbed by the gas being
monitored, causing the temperature of the gas to increase. Because the light is pulsating, the gas
temperature increases and decreases causing an equivalent increase and decrease in the pressure of
the gas (an acoustic signal) in the closed cell. Two microphones mounted in the cell wall measure this
acoustic signal, which is directly proportional to the concentration of the monitored gas present in the cell.
During APEX-1, the photoacoustic analyzer was used to sample from two different sources. During
testing, the analyzer recorded the results of a continuous sample of the jet engine exhaust from the plume
tunnel. After the test was completed, the same instrument was used to analyze an integrated bag sample
captured from the background tunnel during the test. Whether sampling from the plume tunnel or the bag
sampler, the same bypass flow configuration and equipment was used to allow the instrument's internal
pump to draw its own sample from a slipstream. The bypass flow system consisted of a rotameter, an
external pump to overcome the negative pressure in the plume tunnel, a three-way valve to switch
between the calibration line and the sample line, and a second three-way valve to switch between the bag
sampler line and the plume tunnel sample line. Under all operating scenarios, the gas being introduced to
the analyzer flowed through the external pump and the rotameter.
3.3.10	Thermal Denuder
The Dekati Model EKA-111 Thermodenuder is designed to remove volatile and semivolatile compounds
from an exhaust sample. These compounds are known to cause variations in particle measurements
through nucleation and condensation. The Thermodenuder heats the sample gas up to 250 °C and
therefore vaporizes the unwanted compounds. The vaporized compounds are subsequently collected in
active charcoal in the adsorber section. Since the particles in the sample have much slower diffusion
speeds (less than 1/100 for 10 nm particles) than the vaporized compounds, the vaporized volatiles are
collected efficiently, while the sample aerosol particles follow the gas stream lines unaffected. Chilled
water driven through the cooling channels cools the sample aerosol in the adsorber.
26

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3.3.11 Carbon Dioxide Analyzer
The Milton-Roy (CA Analytical) Model 5300A analyzer uses a technique based on the IR absorption
characteristics of gases to measure gas concentration. A single beam of IR energy is modulated and
passed through a sample cell containing the gas to be measured. The beam emerges attenuated by the
amount of energy absorbed by the gas in the sample. Changes in the concentration of the gas result in
changes in the intensity of the beam. The remaining energy in the beam is passed serially through two
cavities of an IR detector, which is a mass-flow sensor filled with gas of the type to be measured.
Changes in the intensity of the beam change the pressure differential between the cavities and,
consequently, the balance of an electrical bridge in the detector circuit. Electronic processing of the
imbalance signal is used to generate an electrical output signal proportional to the concentration of the
gas measured.
3.4 Data Acquisition System
The data acquisition system (DAS) used in the DEAL consists of a multicomputer network containing up
to eight CPUs, a monitor, a keyboard, and a mouse as installed in a trailer instrument rack plus a
separate computer, two flat screen monitors, a keyboard, and a mouse installed in either the tractor
sleeper compartment (APEX-1) or a stand-alone operator's station (APEX-2 and -3). The computer at the
operator's station is networked via modem to the multicomputer to allow file access and transfers. A
keyboard-video-monitor (KVM) switch also allows the operator to access and run instrument operating
software on the multicomputer in the trailer. All instrument measurements are recorded on the DAS and
stored as individual data files. All calculated quantities are determined post-test from the raw data as
described in Section 5. A clock card is also installed in the master computer, which is used to time-
synchronize the remainder of the computers. The master computer clock is set daily to an atomic clock
that is traceable to the National Institute of Standards and Technology (NIST).
27

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28

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4. Experimental Procedures
4.1	General Sampling Approach
The exhaust plume was sampled at a location approximately 15, 30, or 43 m downstream of the engine
being tested. Sampling was done at the centerline using a single probe (as described earlier). The
exhaust was cooled and diluted at this location (no less than 30:1, and possibly more) so that, in most
cases, no special conditioning was required for gaseous and particulate sampling. In addition to on-line
analyzers, chemical source profiles were developed from time-integrated measurements. The DEAL also
sampled ambient background about 1.83 m (6 ft) above the roof of the DEAL with a separate system
used to continuously monitor ambient background concentrations (physical and chemical).
Ambient conditions such as wind speed and direction, temperature, and relative humidity were monitored
continuously by NASA-Dryden during APEX-1, by the NRMRL team during APEX-2, and by the University
of Central Florida (Volpe Center) during APEX-3.
4.2	Pre-test Procedures
4.2.1 System Cleaning and Leak Checks
Initial cleaning of the sampling tunnels and lines was conducted by power washing the internal surfaces
using a dilute solution of laboratory detergent in deionized (Dl) water, followed by a Dl water rise. After
power washing, the equipment was allowed to air dry. All port plugs were then removed from the tunnels
to clean out anything that may have fallen into the cavities. Each sampling line was then capped at both
ends for transport to the field.
Following the setup of each sampling system in the field, and prior to any sample collection, positive
pressure system leak checks were performed on the sampling tunnel inside the DEAL. These leak checks
were done by placing a cap on the end of the tunnel downstream of the virtual impactor. The cap was
fitted with a 6-mm union and connected to a cylinder of compressed air that was used to pressurize the
tunnel. The barb fittings on the outlet side of all of the flow splitters were removed and replaced with caps,
and all the other ports were sealed. A soap and water mixture was used to detect leaks until the tunnel
could maintain a positive pressure after shutting off the air cylinder.
Positive pressure sample system leak checks were also performed on the sample line upstream of the
virtual impactor and up to the probe inlet. In both cases, a section of the 5-cm sample tube that connected
to the virtual impactor inside the trailer was removed. The section of sample tube was then replaced with
a cap that was fitted with a 6-mm union and then plumbed to a cylinder of compressed air. A rubber
stopper was used to seal the probe inlet. The system was pressurized to about 260 mm mercury (Fig) and
the valve to the air cylinder was shut off. If the pressure dropped to zero, the system was re-pressurized
and all the uncontaminated flange joints and other fittings were checked for leaks while pressure was
maintained on the system. A final check was made to ensure that pressure could be maintained.
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4.2.2 Sampling Media Preparation
All sampling media were prepared in NRMRL's Fine Particle Characterization Laboratory (FPCL) before
leaving for the field. Prior to and after sampling, the quartz filters and ELPI substrates shown in Table 4-1
were stored in aluminum-foil lined, plastic petri dishes inside a laboratory freezer maintained at -50 °C.
The Teflon filters were stored inside plastic petri dishes, also in the -50 °C freezer. The PUF plugs were
stored and transported in glass jars with Teflon-lined screw caps. Silica gel tubes impregnated with DNPFI
for collection of gaseous carbonyl compounds and cleaned SUMMA canisters were prepared and
supplied by the analytical subcontractor, Eastern Research Group (ERG). Carbonyl sampling tubes were
stored in the freezer before and after sampling and SUMMA canisters were stored under ambient
conditions before and after sampling.
Table 4-1. General Analytical Plan
Type of Analysis
Sampling Media
Analytical Method
PM-2.5 mass
PM-2.5 mass
EC/OC
Semivolatile Organic Compounds
Semivolatile Organic Compounds
Semivolatile Organic Compounds
Water-soluble ions
Elemental composition
Gas-phase organics
Gas-phase carbonyl compounds
47-mm Teflon filters
Aluminum foil ELPI substrates
47-mm prefired quartz filters
47-mm prefired quartz filters
PUF plugs
Aluminum foil ELPI substrates8
47-mm Teflon filters
47-mm Teflon filters
SUMMA canisters
DNPH sampling cartridges
Gravimetric
Gravimetric
NIOSH 5040 (NIOSH, 2003)
Multisolvent extraction, GC/MS or
thermal desorption, GC/MS
Multisolvent extraction, GC/MS
Thermal desorption, GC/MS
Ion chromatography (IC)
XRF spectroscopy
GC/MS, GC/FID
HPLC
a. Collected, but not analyzed, due to insufficient mass
During transport and in the field laboratory, all sampling media were stored in a small portable freezer
operated at a nominal temperature of approximately -20 °C. This portable freezer was also used as the
primary shipping container for the sampling media to and from the sampling site (the freezer was
operated on generator power en route). Carbonyl sampling tubes were stored in the freezer before and
after sampling; SUMMA canisters were stored under ambient conditions before and after sampling.
Although field blank samples were collected and analyzed, no special measures were taken to determine
sample degradation during storage and shipment.
Sampling system leak tests were performed prior to transporting the sampling systems to the test site to
assure that the systems had been cleaned properly and were leak free. A post-test plume tunnel blank
test was also performed by running the entire system with a FIEPA filter installed on the inlet and then
immediately recovering the samples. Monitoring data for tunnel blank samples were then processed
exactly like samples collected from the emission source and used to determine if any hysteresis effects
were present during sample collection requiring post-test correction of the experimental data.
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4.2.3	Particle Instrument Calibration
The preparation and calibration of source sampling equipment and monitoring instrumentation is essential
in maintaining data quality. The instrumentation / equipment arrived at the test site pre-calibrated
according to the procedures contained in the approved QAPP. Calibrated measuring devices (e.g.,
thermocouples, pressure transmitters, and flow meters used with the time-integrated sampling equipment)
and replacement / repair of parts were also provided. In addition, the quality control (QC) checks outlined
in Section 4.3.2 were performed upon arrival and before each day of sampling.
The types of calibrations performed on the PM instruments are generally limited to air flow rate and
similar parameters as outlined in the applicable instrument manual. The scheduled calibrations for each
instrument and the associated acceptance criterion for each are shown in Table 4-2.
4.2.4	Gas Analyzer Calibration
Both the Model 1302 Photoacoustic Analyzer and the Model 3300A C02 Analyzer were calibrated prior to
being deployed to the field and checked daily thereafter. Table 4-3 provides the scheduled calibrations for
each analyzer.
Calibration of the photoacoustic instrument is a complicated procedure that requires at least 24 hours of
continuous sampling to complete. Following the manufacturers recommendations, a single-point
calibration was performed for each of the three optical filters before the sampling campaign. In the case of
the photoacoustic analyzer, the QC checks performed during the sampling campaign are detailed in
Section 4.3.3. In the case of the Milton-Roy C02 Analyzer used in APEX-2 and -3, a multipoint calibration
was conducted before being deployed to the field.
4.3 Field Sampling Procedures
4.3.1	Continuous Analyzer Operation
A consistent and rigorous routine was followed to ensure proper operation of all the instruments during
each sampling campaign. Miscellaneous operating procedures (MOP) were developed for each
instrument type as outlined in the approved QAPP. These MOPs are included here by reference (EPA,
2004; EPA, 2005a; EPA, 2005b). The specific measurement protocols used during this aircraft engine
study are summarized in Table 4-4.
The first thing to be done in the daily test start-up procedure was to power on the instruments to make
sure all of the clocks were time synchronized. Some instruments, such as the TEOMs, require a
stabilization period for their heaters and their flows to reach their set points. Most instruments were left
"on" continuously throughout the campaign since testing occurred on a daily basis. While the instruments
were stabilizing, their internal clocks, as well as the master clock in the multicomputer, were synchronized
with an atomic clock supplied for this purpose.
4.3.2	Instrumental Quality Control Checks
To assure proper operation of the laboratory in the field, a number of QC checks were established as
shown in Table 4-5. A daily checklist was prepared for each sampling campaign; this checklist included all
of the QC measures shown in Table 4-5, as well as other important instrument operating parameters. The
checklist was used as part of the laboratory start-up and shut-down procedures. These checklists were
then stored in a ring binder for later reference.
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Table 4-2. PM Instrument Calibration Schedule
Instrument
Calibration Performed
Nominal Frequency3
Acceptance
Criterion
R & P Series 1105a
and 1400a TEOM
Main air flow audit
Before/after sampling campaign
+ 10% of set-point
R & P Series 1105a
and 1400a TEOM
Mass transducer verification
Before/after sampling campaign
K° = ± 2.5% of
factory calibration
RPM-100 QCM
Sample flow calibration
Before/after sampling campaign
± 10% of indicated
value
Dekati ELPI
Single point flow audit
Before/after sampling campaign
10 ± 0.1 L/min
TSI Model 3025a CPCb
"Aerosol" air flow calibration
Before/after sampling campaign
0.03 ± 0.003 L/min
TSI Model 3025a CPCb
"Condenser" air flow calibration
Before/after sampling campaign
0.3 ± 0.03 L/min
TSI Model 3025a CPCb
Inlet "high" air flow audit
Before/after sampling campaign
1.5 ±0.15 L/min
TSI Model 3080
Classifier0
"Sheath Air" flow calibration
Before/after sampling campaign
± 10% of set-point
TSI Model 3080
Classifier0
"By-Pass Air" flow calibration
Before/after sampling campaign
± 10% of set-point
TSI Model 3080
Classifier0
"Impactor" air flow calibration
Before/after sampling campaign
± 10% of set-point
TSI Model 3090 EEPS
Single point flow audit
Before/after sampling campaign
± 10% of set-point
Aethalometer
Sample air flow calibration
Before/after sampling campaign
± 10% of set-point
PAS 2000 PAFI analyzer
Sample air flow audit
Before/after sampling campaign
2 ± 0.2 L/min
Time-inteqrated sampler
MFCs
Air flow calibration
Multi-point before sampling; single
point audit after sampling
± 10% of indicated
value
Sampling tunnel MFCs
(plume and background)
Air flow calibration
Multi-point before sampling; single
point audit after sampling
± 10% of indicated
value
a.	Frequency of calibration is dependent on whether instrument was new or had recently been returned from the factory
after service. In either case, the factory calibration was used and no flow calibration was performed prior to use.
b.	Both alone and as part of the TSI Model 3936 SMPS.
c.	Part of Model 3936 SMPS and connected to Model 3025a CPC.
MFCs = Mass flow controllers
Table 4-3. Gas Analyzer Calibration Schedule
Gas Analyzer
Type of Calibration
Frequency
Acceptance Criteria
B&K Model 1302
Single point calibration using CO and
Before/after
± 5.0% of certified value
Photoacoustic Analyzer
CO2 in nitrogen and hexane in zero air
sampling campaign

(APEX-1)
Zero and span check
Daily
± 5.0% of calibrated value
Milton-Roy Model
Multipoint calibration using CO2 in
Before/after
± 5.0% of certified value
3300A (APEX-2 & -3)
nitrogen
sampling campaign


Zero and span check
Daily
± 5.0% of calibrated value
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Table 4-4. Available MOPs for On-Line Analyzers
Parameter(s) Measured
Instrument Make/Model
MOP Number
PM-2.5 mass concentration
R&P Series 1105a Tapered Element Oscillating Microbalance (TEOM)
1414
PM-2.5 mass concentration
R&P Series 1400 Tapered Element Oscillating Microbalance (TEOM)
1415
PM-2.5 mass concentration
SEMTECH Model RPM-100 Quartz Crystal Microbalance (QCM)
1425
PM-2.5 number concentration
TSI Model 3025a Condensation Particle Counter (CPC)
1412
Particle size distribution
Dekati Electrical Low Pressure Impactor (ELPI)
1413
Particle size distribution
TSI Model 3934 Scanning Mobility Particle Sizer (SMPS)
equipped w/ Model 3071 Differential Mobility Analyzer
1411
Particle size distribution
TSI Model 3936 Scanning Mobility Particle Sizer (SMPS)
equipped w/ Model 3081 Differential Mobility Analyzer
1412
Particle size distribution
TSI Model 3090 Engine Exhaust Particle Sizer
1426
"Black'Tblue" carbon
Magee Model AE-2 Aethalometer
1416
Surface-bound PAHs
EcoChem Model PAS 2000
1417
Carbon dioxide, Hexane, CO
Operation of B&K 1302 Gas Analyzer for Tracer Gas Measurements
1418
Carbon dioxide, Hexane, CO
Performing Zero Check of the B&K 1302 Analyzer
1419
Carbon dioxide
Milton-Roy Model 3300A
1427

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Table 4-5. Field Sampling Equipment QC Checks
Experimental
Parameter
Instrument
QC Check(s)
Frequency
Acceptance Criterion
Sample Extraction /
Collection System
Background and plume
sampling system
Leak check sampling tunnel and instrument sample lines
Before field sampling
No indicated leak

Background and plume
sampling system
Electrical ground continuity check
Upon initial setup
"Circuit' not open

Background and plume
sampling system
Check major/minor air flow rates with Roots Meter
Before sampling campaign
± 10% of required flow

All continuous analyzers and
samplers
Establish "tunnel blank" using HEPA filter on tunnel inlets
After sampling
Record and store files for later evaluation
DAS
All instruments with digital
outputs
All software running and communicating with each
instrument
Before each test
No indication of faults

All instruments with analog
outputs
DASYLAB software running and instruments responding
Before each test
No "dead" signal inputs

Master computer
Set time using atomic clock
Daily
All computers time-synchronized
CO2 concentration
Model 1302 photoacoustic
analyzer or Model 3300AIR
analyzer
Zero and span checks
Twice daily
See Table 4-3
Particle mass concentration
Time-integrated samplers
Leak check
Before each test
Per 40 CFR Part 86

Model 1105a and 1400a
TEOM
Install new filter and check frequency (1105a)
Check red fault light on front panel
Daily
Before each test
<1 (106) Hz/Hz with filtering "off
Light "off


Check status indicator on display (1400a only)
Before each test
Status condition "OK"

Model RPM 100
Check status indicators on front panel
Before each test
All lights off


Change crystal and zero instrument using inlet filter
Before each test
Instrument output ~ 20-30 |jg/m3 baseline
Particle number concentration
(alone and in conjunction with
Model 3025a CPC
Check indicator lights for optics, condenser, saturator, liquid
level, aerosol/total flow
Before each test
All lights green
an SMPS)

Zero instrument using inlet air filter
Daily
< 0.5 particle/cm3


Perform side-by-side comparison in laboratory
Before sampling campaign
± 500 particles/cm3

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Experimental
Parameter
Instrument
QC Check(s)
Frequency
Acceptance Criterion
Particle size distribution
Model 3936 SMPS (including
CPC)
Check polydisperse aerosol, monodisperse aerosol, and
sheath air flow set points
Before each test
± 10% of set point


Check CPC reading without voltage scanning
Before each test
< 0.5 particle/cm3


Check inlet impactor and dean/grease, if necessary
Daily
Document

Dekati ELPI
Check instrument flow on display
Before each test
100 mbar± 10%


Zero electrometers ("All Zero") twice and leave purge pump
"on" until test begins
Before each test
Document


Check charger voltage and current
Before each test
± 10% of set point

Model 3090 EEPS
Check for error messages on front panel display
Before each test
No errors indicated


Zero instrument using inlet air filter
Before each test
Particle counts below detection limit on front
screen
Black carbon
Aethalometer
Perform optical test using optical test strip per operating
manual
Before sampling campaign
±5% in the "test ratio"


Check status lights on display for faults
Before each test
All lights green
PAH concentration
Photoelectric Aerosol Sensor
Check lamp intensity on display
Before each test
100 ±5%

(PAS) 2000
Check frequency on display
Before each test
<15 kHz


Check air flow rate on display
Before each test
2 ± 0.2 L/min
Plume temperature (APEX-2)
T-type thermocouples
Check each by holding hand around sensor to assure
instrument is responding to temperature change
Daily
Reading on DAS goes up
Plume air velocity
Pitot tubes and dP cells
Blow into pitot inlet to assure instrument response
Daily
Reading as DAS goes up
Wind direction (APEX-2)
Wind vane on meteorological
station
Orient vane to North
Before sampling
±3°

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4.3.3 Gas Analyzer QC Checks
During the APEX-1 sampling campaign, the photoacoustic analyzer response was checked with certified
calibration gases prior to testing using a procedure that required a minimum of 2 hours for warm up and
the response check. The procedure first required that the analyzer be allowed to sample air or nitrogen
for a 30-minute warm-up period before checking its response to the certified calibrations gases. Next, the
analyzer response was checked while sampling one or more of the three certified calibration gases. The
calibration gas was introduced as close to the analyzer inlet as possible while maintaining the inlet
conditions as if the instrument were collecting a sample from the plume tunnel or the bag sampler. The
analyzer is very pressure sensitive, so introducing the calibration gas under any other conditions was not
an option. The analyzer response was then checked while sampling from the Tedlar bag in the
background bag sampler that had been prefilled with nitrogen or one of the certified calibration gases. All
calibration checks that were performed were done prior to starting a test and are listed in Table 4-6.
Table 4-6. Photoacoustic Analyzer Response Checks Performed during APEX-1
Date
Direct Response Checks
Bag Sampler Bias Response Checks
4/20/2004
CO2, Hexane, CO
CO2, Hexane, CO
4/22/2004
C02, Hexane, CO
C02, Hexane, CO
4/23/2004
C02
-
4/24/2004
CO2, Hexane, CO
CO2, Hexane, CO
4/25/2004
C02
C02
4/26/2004
C02
C02
4/27/2004
C02
C02
4/28/2004
-
-
4/29/2004
C02
C02
4/30/2004
C02, Hexane, CO
C02, Hexane, CO
Table 4-3 provides the intended calibration schedule for the photoacoustic analyzer used to measure
these gases. As can be seen in Table 4-6, it was not possible to perform all necessary calibration checks
of the analyzer due to logistical restrictions that limited access to the DEAL either before or after the tests.
In the case of the Milton-Roy C02 Analyzer during APEX-2 and -3, the instrument was zeroed and
spanned before and after each day's testing. In addition, the analyzer was also used to analyze bag
samples collected by the University of Central Florida (VOLPE) just prior to the post-test zero and span of
the instrument.
4.3.4 Time-Integrated Sampling
Sample substrates (filters, canisters, PUF, DNPH-impregnated silica gel cartridges) were prepared in
advance in accordance with the number and type of samples designated in the approved QAPP. During
preparation of the sample collection media, a unique laboratory identification number was provided for
each type of medium listed in Table 4-1. This number was recorded in a bound laboratory notebook and
kept in the permanent record for the study. At the time of loading the media into each sampler prior to
each speciated test, the laboratory identification number was entered on a special media data form.
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These forms list the laboratory identification number and sampling system details. These forms, as well
as the samples collected in the field, were transferred to EPA's FPCL or the Eastern Research Group
(ERG) laboratories upon returning from the field.
4.3.5 Documentation
A field project notebook or special data forms were used to record operational parameters of the fine
particulate sampling systems. Setup and calibration of the instruments was also documented in a bound
laboratory notebook or stored electronically. All test details including QC checks, engine operation,
environmental conditions, observations made during sampling, etc., were also recorded either in a bound
laboratory notebook, on checklists, or on log sheets, as appropriate. All such paper records were kept in a
ring binder and stored as part of the study archive. All electronic data were stored on the DAS as well as
archived daily on compact disc (CD).
4.4 Laboratory Analysis Procedures
Samples collected for speciated test runs included the following:
•	Gas-phase nonmethane volatile organic compounds (VOC) using SUMMA-polished stainless steel
canisters (ERG);
•	Gas-phase carbonyl compound emissions using DNPH-impregnated silica gel cartridges (ERG);
•	Gas-phase semivolatile organic compounds (SVOC) using PUF plugs as well as quartz filters;
•	PM mass and particle-phase elemental/organic carbon (EC/OC), particle-phase SVOCs, elemental
composition, and water soluble ions using quartz and Teflon filters plus aluminum foil ELPI substrates
(collected, but not analyzed due to insufficient mass); and
•	PM continuous monitoring data and selected fixed gases over the specified monitoring range.
The chemical analysis of PM samples collected in the field involved the following laboratory operations:
•	Preparation of samplers and sampling array components for field deployment, including
decontamination of sampling media and weighing filters;
•	Maintenance of suitable records covering receipt of samples in the laboratory to final sample
disposition;
•	Cold storage of samples from preparation to analysis and archiving samples for possible future
reanalysis; and
•	Data reduction, data archiving, and reporting results.
A summary of the analytical methods used is provided in Table 4-7.
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Table 4-7. Analytical Procedures for Chemical Characterization
Parameter Measured
Analytical Method
MOP/SOP Number
PM mass concentration
Gravimetric analysis
2503
EC/OC
Thermal-optical transmittance
2511
SVOC
Preparation of blank substrates
2501
SVOC
Cleaning of PUF plugs
2509B
SVOC
Solvent extraction of quartz filters
2504
SVOC
Solvent extraction of PUF plugs
2509
SVOC
Extract methylation
2505
SVOC
Silylation of methylated extracts
2506
SVOC
GC/MS analysis
2507
Elemental analysis of Teflon filters
X-ray fluorescence analysis
2515
Water soluble inorganic ions
Extraction of Teflon filters
2513
Water soluble inorganic ions
Ion chromatography analysis
2512
Gas phase air toxics and NMOCs
SUMMA canister cleaning
ERG-MOR-062
Gas phase air toxics and NMOCs
GC/MS and GC/FID analyses
ERG-MOR-005
Gas phase carbonyls
Extraction/analysis of DNPFI media by FIPLC
ERG-MOR-024
Gas phase carbonyls
High performance liquid chromatography
ERG-MOR-082
analysis
MOP = Miscellaneous operating procedure
SOP = Standard operating procedure
HPLC = High performance liquid chromatography
4.5	Sample Preservation and Storage
After returning from the field, all sampling media (Table 4-1) except the SUMMA canisters were stored
continuously at -20 °C or below until extraction and analysis. Samples maintained at this temperature in
sealed containers with aluminum liners may be safely stored without degradation for long periods of time
prior to analysis. Procedures for storing and transporting the samples from the point of collection to EPA's
FPCL are described in the approved QAPP for each campaign.
4.6	Post-Test Laboratory Procedures
The samples of fine PM collected during testing by integrated sampling media were transported in a
freezer (to minimize sample losses) to the laboratory for chemical analysis. Upon return to the laboratory,
sampling information such as date for testing, test ID, test conditions, and sampling location of individual
media were collected and recorded into the sample log system. The instruments and procedures for the
analyses conducted in the laboratory are described in the following sub-sections.
4.6.1 PM Gravimetric Analysis
The PM gravimetric analysis was performed by weighing the individual Teflon filters before and after
sampling on a Sartorius microbalance with a detection limit of ± 3 |jg. The filter weighing was done in
38

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accordance with a procedure described by Title 40 of the Code of Federal Regulations (40CFR), Part 53
(EPA, 2008) for ambient sampling. The method requires that the filter samples be conditioned before
weighing, by exposure for a minimum of 24 hours to an environmental chamber that is maintained at 20
to 23 °C and a relative humidity of 30 to 40 percent. To eliminate possible electrical charge from
accumulating on the surface, both sides of each Teflon filter were exposed to polonium strips for at least
20 seconds before placing on the balance.
Before sampling, the blank Teflon filters were tare weighed and placed in Analyslide dishes purchased
from Pall Gelman with individual IDs. The weight change in the same filter after sampling was then used
for PM mass emission calculation.
Note that the PM gravimetric analysis for the Teflon filters collected in APEX-2 was not conducted
correctly. The laboratory personnel did not follow the procedure to eliminate the static electric charge on
the Teflon filter before weighing, making all the tare weight results invalid. Therefore, no Teflon filter data
are presented for APEX-2.
4.6.2	Elemental Analysis
After the post-test weighing, the Teflon filters were analyzed using x-ray fluorescence (XRF) to
quantitatively determine elements in the PM collected on the filters. In the XRF analyses performed by
NRMRL, each Teflon filter was covered with a 4.0-|jm thick Prolene film that was attached using glue.
The glue was only on the outer rim of the filter and did not interfere with the analysis. This film prevented
the PM in the sample from falling off the filter under vacuum analytical conditions. A Philips 2404
wavelength-dispersive XRF spectrometer, running the UniQuant7 program, was used for the analysis.
The program provided qualitative and quantitative information for elements greater than atomic number 9
present in the PM sample.
The metal analyses conducted by EPA's National Exposure Research Laboratory (NERL) were
conducted using a commercially available Kevex EDX-771 energy dispersive x-ray spectrometer (XRF)
which utilizes secondary excitation from selectable targets or fluorescers. Teflo filters are easily handled
because of the supporting ring. The sample is then placed in a custom designed commercially available
two-part sample frame which snaps together holding the filter securely in place. Up to seven spectra are
acquired for each sample depending on how many secondary excitation targets are selected. Elements
with concentrations below three times the uncertainty are flagged with an asterisk (*) on the printed
record. If the true elemental concentration is zero then the fitting procedure implies that negative and
positive results are equally probable. Therefore, negative numbers may be reported.
Although the PM mass data from the Teflon filters were lost during APEX-2, the XRF analysis was
performed to quantitatively determine elements in the PM collected on these filters.
4.6.3	Analysis of Water-Soluble Inorganic Ions
After non-destructive analyses (weighing and XRF), the Teflon membrane filter samples were further
analyzed using a Dionex DX-120 Ion Chromatograph for isocratic ion analysis encompassing K+, NH4+ ,
Mg+2, Ca+2, N03~2, S04~2, N02~, and Cl~ in the PM samples collected on the filters. During analysis, each
individual Teflon filter was first water-extracted by placing it in a vial with 10 mL of FIPLC-grade (low
conductivity) water. The sample was sonicated for 30 minutes. The extract was then introduced at the
head of the ion-exchange resin column of the IC. The ions in the sample were detected by the
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conductivity detector and quantified through the use of external standards. The instrument reports the
ions in concentrations in the water solution; the concentrations were then converted to the mass of ions
on the filter by multiplying the concentrations by the volume of the extraction water (10 mL).
4.6.4	Analysis of Organic and Elemental Carbon
The quartz fiber filter samples were analyzed by a thermal / optical carbon analyzer provided by Sunset
Laboratory, Inc., for determination of the OC/EC content before undergoing subsequent analysis for
SVOCs. The OC and EC were analyzed based on NIOSH Method 5040 (NIOSH, 2003). The method is a
thermal-optical method which proceeds in two stages. First, organic and carbonate carbon are evolved in
a helium atmosphere as the temperature is stepped to about 850 °C. The evolved carbon is catalytically
oxidized to C02 in a bed of granular manganese dioxide (Mn02) and then reduced to methane in a
nitrogen / firebrick methanator. Methane is subsequently quantified by a FID. In the second stage, the
oven temperature is reduced, an oxygen-helium mix is introduced, and the temperature is stepped to
about 940 °C. As oxygen enters the oven, pyrolytically-generated carbon is oxidized, and a concurrent
increase in filter transmittance occurs. The point at which the filter transmittance reaches its initial value is
defined as the split between OC and EC. Carbon evolved prior to the split is considered organic (including
carbonate), and carbon volatilized after the split is considered elemental. The instrument has a lower
detection limit (on the order of 0.2 |jg/cm2) filter for both OC and EC.
The new quartz fiber filters usually have an OC background of 2 to 5 |jg/cm2. To cleanse the purchased
quartz filters of this background OC, they were pre-fired in a kiln at 550 °C for 12 hours before use. The
clean quartz filters were stored in petri dishes lined with cleaned aluminum foil. Aluminum-foil liners were
cut to cover the inside surfaces of the petri dishes so that the filters did not directly touch the dish when
placed inside the lined dishes. The aluminum liners were also baked at 550 °C for 12 hours and then
compressed into the petri dishes using a plug machined to fit snugly into the dishes. The filters and liners
were handled with Teflon forceps to avoid any contamination.
Only a small portion of quartz filter sample was used for OC and EC analysis. To analyze OC and EC
content, a 1.45-cm2 sample was punched from the quartz filter with a tool specially provided by Sunset
Lab. The punch from the filter was then placed on the sample holder of the instrument for analysis. The
analyzer reports the OC and EC contents in |jg per cm2. Since the actual exposure area of quartz filter
was 13.45 cm2, the OC and EC masses on the filter were calculated by multiplying the reported OC or EC
content (|jg/cm2) by 13.45 cm2.
4.6.5	Analysis of Particle Phase Organic Compounds
The SVOCs in the PM collected on quartz filters were either solvent-extracted and quantified by GC/MS
(APEX-2) or thermally desorbed and quantified by GC/MS (APEX-1 and -3). Each of these methods is
described below. The thermal desorption (TD) methodology is more sensitive and provides lower
detection limits. Table 4-8 details the operating conditions for the GC, MS, and TD components of these
systems.
40

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Table 4-8. GC, MS and TD Operating Conditions
GC Operating Parameter
Solvent Extract GC/MS
TD/GC/MS
GC Column
60 meter HP5 (0.25 mm
ID), .25 micron film
30 meter HP5 (0.25 mm ID), .25 micron film
Injection mode
Splitless
Solvent Vent until 0.1 minute using a PTV inlet
Injector Temperature
300 °C
(-100 °C initially, then ramped at 720 °C/min to 300 °C)
GC/MS Interface
Temperature
300 °C
300 °C
Initial Oven Temperature
CT)
cn
O
CT)
cn
O
Initial Oven Hold Time
10 minutes
10 minutes
Oven Temperature Ramp
Rate
10 °C /minute
10 °C /minute
Final Oven Temperature
300 °C
300 °C
Final Oven Temperature Hold
Time
45 minutes
26.5 minutes
Carrier Gas
helium
helium
Carrier Gas Flow Rate
1.0 ml/minute
1.0 ml/minute
Split Vent Open Time
0.3 minutes
1.5 minutes
Split Vent Flow
50 ml/minute
50 ml/minute
Gas Saver Time
2 minutes
2 minutes
Gas Saver Flow
30 ml/minute
30 ml/minute
MS Operating Conditions
Solvent Extract GC/MS
TD/GC/MS
Acquisition Mode
Scan
Scan
Solvent Delay
12.95 minutes
6.0 minutes
Low Mass
50
50
High Mass
550
550
Sampling rate
2
2
MS Quad Temperature
150 °C
150 °C
MS Source Temperature
230 °C
230 °C
GERSTEL TDS 2 THERMAL DESORPTION OPERATING CONDITIONS
Temperature Program
Solvent Extract GC/MS
TD/GC/MS
Initial Temperature
Not Applicable
25 °C
Initial Time
Not Applicable
0.0 minutes
Delay Time
Not Applicable
1.0 minutes
Ramp rate
Not Applicable
10°C/minute
End Temperature
Not Applicable
300 °C
Hold Time
Not Applicable
5 minutes
TDS Settings
Solvent Extract GC/MS
TD/GC/MS
Transfer Temperature
Not Applicable
300 °C
Standby Temperature
Not Applicable
50 °C
Vent Time
Not Applicable
1.0
Desorption Mode
Not Applicable
Splitless
Sample Mode
Not Applicable
Standard
41

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4.6.5.1 Solvent Extraction Methodology
Sample Extraction and Concentration
Spiked filters were extracted in five successive 10-min sonication steps. The first two extractions were
performed with hexane, and then followed by three extractions with a 2:1 mixture of benzene and
isopropyl alcohol. Filters were sonicated for 10 min at ambient temperature. In addition, the second set of
quartz filter samples (APEX-2) was extracted in a tertiary solvent mixture of the aforementioned solvents
for three separate sonications for times of 40 minutes, 10 minutes and 10 minutes at ambient
temperature. The water temperature in the sonicator was monitored and maintained below 32 °C.
Following sonication, the extract was transferred to the flask of the in-line transfer and filtration apparatus,
which was thoroughly cleaned before extract transfer. The glass parts, including the quartz wool-packed
Pasteur pipette, were solvent rinsed and then baked in aluminum foil at 550 °C for at least 12 hours.
Teflon parts were cleaned by sonication with dichloromethane and then air dried. Following assembly, a
vacuum system was used to rinse the in-line transfer apparatus with high-purity distilled benzene, which
was pulled through the Teflon transfer line and quartz packed pipette, and into the flask. The rinse
benzene was discarded, and the flask was then re-rinsed and then reinstalled. The extract was
transferred to the flask by connecting a vacuum of approximately 10 cm of mercury via the corrugated
Teflon tubing connected to the sidearm. All five extracts were collected together in the same flask.
The extract was then transferred and concentrated in the test tube of the Zymark concentrator instrument.
In the instrument, extract was concentrated by passing a gentle stream of pure nitrogen over the surface
of the liquid to evaporate the liquid to a total volume of 0.5 to 0.75 mL. The water bath temperature of the
concentrator was kept between 35 and 40 °C. After concentration, the extract was quantitatively
transferred to a clean amber vial and further concentrated by nitrogen blow-down to approximately 300
[il. Concentrated extract was stored in the vial with a Teflon-lined cap in a freezer until derivatization and
analysis.
Extract Methylation
Each concentrated extract was split into two fractions: neutral and methylated. The sample was split by
measuring the total volume of the concentrated extract with a thoroughly cleaned gas-tight volumetric
syringe and then recording total volume. Half of the sample was returned to the original vial, and the other
half was placed in a second cleaned vial and labeled for methylation.
Methylation was performed to yield methyl esters of fatty acids that would otherwise not be eluted from
the GC column. The methylation was accomplished by adding approximately 10 |jL of high-purity
methanol and 100 |jL of diazomethane solution to the methylation fraction of extract. After the reaction
was complete, the methylated extract was reconcentrated by nitrogen blow-down to the original volume of
aliquot before methylation. The methylated extract was stored in the freezer until analysis.
GC/MS Analysis
The extracts were analyzed with a Flewlett-Packard (HP) 6890/5973 GC/MS equipped with a thermal
conductivity detector (TCD) (FIP-G1530A), autoinjector (FIP-G1513A), programmable temperature
vaporizing (PTV) inlet, mass selective detection (MSD) interface, and flame ionization detector (FID; HP-
G1526A). A 5MS GC column was used to separate the various organic compounds in the sample.
42

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Ultrapurity helium was used as the carrier gas. The GC/MS operating conditions were summarized in
Table 4-8 above.
Positive identification of a compound via GC/MS was confirmed when the GC retention time and mass
spectrum of the unknown compound matched those of an authentic standard compound under identical
instrumental conditions.
For quantification of the target marker compounds by GC/MS, known quantities of deuterated internal
standards were included in each quantification standard and were spiked into each sample. Each
compound that was quantified by GC/MS is referenced to one or more internal standards so that the
response of each compound relative to the appropriate internal standard(s) is fixed with only minor
variation in MS detector response, MS tune parameters, GC injection conditions, and GC column
conditions.
4.6.5.2 Thermal Desorption Methodology
Sample Preparation
Prior to the TD/GC/MS analysis, each individual quartz filter sample was thawed in a laminar flow clean
hood (-10 min), placed in a pre-conditioned (at 350 °C, for 12 hr) glass desorption tube (178 mm long,
6.0 mm outside diameter), and spiked with an appropriate deuterated internal standard suite. Small 0.6-
cm2 sample plugs were taken from each sample rather than attempting to place the entire 47-mm filter
inside the desorption tube. Care was taken to use a suitably small sample size (determined by OC/EC
analysis) so that the column capacity was not exceeded. The number of sample plugs taken was directly
related to the OC/EC value.
Thermal Desorption
Once spiked with internal standard, the glass tube and sample were immediately inserted into a TD
system (TDS2, Gerstel Inc., Baltimore, MD). The TD is directly interfaced to a GC/MS (Model 6890/5973;
Hewlett Packard; Pal Alto, CA). The thermal extraction was achieved by ramping the TD oven
temperature from 25 to 300 °C at 10 °C/min; pyrolytic degradation of organic compounds was minimized
by avoiding temperatures greater than 300 °C. Helium (50 mL/min) was passed over the sample
throughout the splitless mode desorption. This step facilitated analyte removal from the particle matrix.
Desorbed target components passed through a short (152 mm), heated (300 °C) inert steel (SilcoSteel)
transfer line and were trapped on a cryogenically cooled (-100 °C, liquid N2) programmable temperature
(PTV-Solvent Vent Mode) inlet system (CIS), also operating in splitless mode. The inlet liner was packed
with a glass wool to enhance cryofocussing of the analytes.
GC/MS Analysis
Upon completion of the desorption step, the TD oven was rapidly cooled with liquid nitrogen to ambient
temperature (25 °C). The CIS was then ballistically heated (720 °C/min) to 300 °C, to transfer the
analytes in plug form to the ultra-low bleed 30-m DB 5 GC capillary column [5% diphenyl / 95% dimethyl
siloxane copolymer stationary phase (30-m length, 0.25 |jm film thickness, 0.25 mm i.d.)]. The GC oven
temperature was held at 65 °C for 10 min, ramped at 10 °C/min to 300 °C, and then held constant for 41.5
min. The MS detector was operated in full scan mode (50-500 amu, 3 scans/sec). Enhanced Chemstation
(V. B.01.00, Hewlett Packard) software was used to control the GC/MS and CIS and for data acquisition.
Gerstel MASter (Version 1.76x5) software was used to monitor and control the TD operation.
43

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Quantification of target PAHs, alkanes and hopanes was accomplished through comparison with a
calibration database of response ratios formed from the certified authentic and isotopically labeled
internal standard suites. The GC/MS and TD operating conditions were summarized in Table 4-8 above.
A three-level calibration range was used to quantify sample concentrations. Tube blanks were analyzed
prior to every sample to determine the cleanliness of the TD system prior to each sample. Mid-level check
standards were analyzed along with the samples to determine system accuracy throughout the analysis
period.
4.6.5.3 Analysis of PUFs
Semivolatile organic compounds are partitioned between gas phase and particle phase. The phase
distribution depends on the sampling conditions. As a result, there is no clearly defined cut between the
gas phase and particle phase. The PUF plugs were installed directly downstream of the quartz filters for
collecting the SVOCs that had not been caught by the quartz filters.
The PUF plugs used for the tests were purchased from a plastic product company and contained high
backgrounds of various organic compounds. Although these PUF plugs were pre-extracted with solvents,
they were still not clean enough to be used for chemical analysis. Therefore, the speciation results of
these PUF samples are not reported here.
4.7	Analysis of Gas Phase Samples
4.7.1	Analysis of SUMMA Canister Samples
Analysis of the VOC canister samples was performed by ERG as outlined in SOPs ERG-MOR-005 and
ERG-MOR-062. Gaseous samples collected in canisters were analyzed using a GC/MS and GC/FID. This
approach is a combination (i.e., the ERG concurrent method) of EPA Method TO-15 (USEPA, 1999a) and
EPA's "Technical Assistance Document for Sampling and Analysis of Ozone Precursors" (USEPA, 1998),
used to resolve air toxics and hydrocarbon species. The concurrent methodology is performed by
simultaneously analyzing an injected aliquot of pre-concentrated whole air sample by two separate
techniques. The FID analysis provides a determination of speciated NMOCs (SNMOCs) and allows a
calculation of total NMOC concentration. A list of target analytes and their detection limits for Methods
TO-15 and CB-4 are provided in Tables B-1 and B-2, respectively, of Appendix B.
4.7.2	Analysis of DNPH-lmpregnated Silica Gel Cartridges
Carbonyl samples collected on DNPFI-impregnated silica gel cartridges were extracted and analyzed by
ERG using a High Performance Liquid Chromatograph (FIPLC) with an ultraviolet (UV) detector as
outlined in SOPs ERG-MOR-024 and ERG-MOR-082. Analysis of DNPFI-impregnated silica gel cartridge
samples was performed using a modification of EPA Method TO-11A (USEPA, 1999b) to incorporate
additional compounds and generate a value for total unidentified carbonyl species as well as total
identified species. Target carbonyl compounds and their detection limits for this program are provided in
Table C-1 of Appendix C.
4.8	Determination of Particle Line Losses
Particle losses inside the long sample extraction system between the 30-m probe inlet and the virtual
impactor inside the DEAL were a major concern. Therefore, an experiment was designed to create a
representative test aerosol that could be sampled using the exact configuration of the DEAL sample
44

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extraction system that was used during each campaign. To determine the particle losses in the system,
the particle size distributions and the number concentrations were measured and recorded using the TSI
Model 3090 Engine EEPS at two locations: (1) at the probe inlet and (2) inside the DEAL immediately
upstream of the virtual impactor. The sample extraction system configuration was set up exactly the same
for API X ? as it was during APEX-1, except that there was an additional 3 m (10 ft) of tubing added to
the configuration.
Note that the line loss experiment could not simulate the exact sampling conditions occurring in the
engine exhaust plume during the three APEX campaigns. The experiment also was unable to reproduce
any aerosol aging effects in the line which might have been present during emissions sampling.
4.8.1 Experimental Setup and Preparations
The site chosen for the particle loss experiment was the open burn facility that has been used to research
emissions from controlled open burns and is located at the NRMRL research facility in RTP North
Carolina. The facility was already equipped with the capability to introduce and mix an exhaust stream
and dilution air into an enclosure with inside dimensions of 3 m deep, 3.7 m wide, and 2.4 m high. Figure
4 1 shows the front wall of the open burn facility. The exhaust from the DEAL'S Kenworth diesel tractor
was introduced using a 7.6-m length of 15-cm flexible stainless steel tubing. One end of the flexible tubing
was connected to the tractor exhaust stack and the other end inserted into an existing 20-crn duct through
the top right corner of the front wall. The ambient dilution air was introduced with a blower mounted
through the left side wall.
Tl" 'u*n,
Figure 4-1. Open burn facility.
The sample was extracted through the front wall under the window using a 3-m section of 5-cm tubing
connected to a short section of 5-cm stainless steel flex tubing before attaching to a tee and then the
sample probe. The EEPS was allowed to draw the necessary sample flow from a bulkhead fitting and a 6-
rnrn tube installed in the branch of the tee immediately upstream of the probe inlet as shown in Figure
4-2.
45

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Figure 4-2, Line loss sample location at probe inlet.
A small service cart was used as a rolling work surface on which the EEPS and a laptop computer were
positioned. A Dell Latitude D400 Laptop equipped with an Intel 1.4 GHz processor and 512 MB of RAM
running Windows XP version 2002, SP2, was used to run the EEPS software and to record the data.
All of the 5-cm stainless steel tubing used was cleaned with soap and water then rinsed using a pressure
washer prior to each experiment. To prepare the sampling tunnel inside the DEAL for the line loss test, all
the small tubing connecting the equipment to the splitters was removed, and all the splitter outlets were
plugged.
4.8.2 Sampling Procedures
For all APEX sampling configurations, positive pressure leak checks were performed by pressurizing the
system to about 5 psig and allowing the system to maintain this pressure for 15 to 30 min. After
establishing that the system was leak free, the diesel tractor was started allowing the exhaust to enter the
open burn facility, and the blowers in the DEAL sample extraction system were turned on. The system as
a whole was allowed a minimum of 30 min for a conditioning period before sampling was started at the
first location. Six 10-min measurements were recorded at five locations as shown in Figure 4-3. Table 4-9
lists the sampling locations and the order in which they were sampled.
Using the EEPS data collected, a series of penetration curves was generated for the API X 1, -2, and -3
sampling systems. These curves were used during data reduction to correct the PM results for particle
losses in the sampling lines. Procedures for derivation of the penetration curves are outlined in Section
5.5 below.
46

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PM-2,5
Virtual
Impactor
Probe
Connection
Burn
Hut
Sample Splitters
Minor Flow to
DD60 Diesel
Atmosphere	Engine
Figure 4-3. Sampling locations for particle line loss experiments.
Note: the numbers 1-6 indicate EEPS sampling locations.
Table 4-9. Particle Line Loss Sampling Location Descriptions and Sequence
Location
Location Description
Sampling Sequence
Probe Inlet
Point where exhaust was introduced to the system
1, 6
Splitter # 1
First Splitter in the DEAL sampling system downstream of
the virtual impactor major flow outlet
4
Splitter # 2
Middle Splitter in the DEAL sampling tunnel
5
Splitter # 3
Splitter farthest downstream in the DEAL sampling tunnel
3
Virtual Impactor Exit -
Minor Flow
Outlet of the minor flow from the virtual impactor
2
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5. Data Analysis
The post-test data analysis included the following:
•	a series of data reduction procedures;
•	calculation of count and mass emission indices for PM, gas-phase and particle-phase compounds;
•	determination of particle size distribution;
•	calculation of Data Quality Indicator (DQI) goals; and
•	calculation of a correction factor for particle losses in sampling lines.
A discussion of the performance of each of these steps is provided below.
5.1 Data Reduction Procedures
The data reduction procedures were applied to the determination of total PM-2.5 mass concentration,
EC/OC, and SVOC data. Each procedure is described in the following subsections.
5.1.1 Total PM-2.5 Mass Concentration
Total PM-2.5 mass concentration in jet engine exhaust was measured directly by the TEOM, QCM, and
47-mm Teflon filters. The TEOM and QCM give a continuous measure of PM mass concentration,
whereas the Teflon filter provides total time-integrated PM mass concentration.
The TEOM and QCM data processing was straightforward. The average total PM-2.5 mass concentration
was calculated by averaging the readings over the sampling time specified for either an individual power
condition or the entire test. For the TEOM, there is a set of readings corresponding to each of three times
(10, 30, and 60 s). Only the 60 s average data were used.
The PM-2.5 mass collected on a Teflon filter substrate during sampling was determined by weighing the
filter before and after sampling. The total PM-2.5 mass concentration is obtained by dividing the PM mass
collected on the filter by the total air volume pulled through the filter during sampling. The flow rate of
sample gas through the Teflon filters is measured by a mass flow meter with the total volume of sample
gas between two consecutive readings calculated by
Vi=Qi(h, i-0	(5-d
where
Vj = flow volume over the time between f, and f,+1 (L) and
Q, = flow rate reading at t = t, (standard L/min—sLpm).
49

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The total flow volume is then the sum of the time-interval flow volumes over the entire sampling time.
Thus, the total PM-2.5 mass concentration is given by
mfm„(iooo)
^PM2.5
where
Cpm2.5 = total PM-2.5 mass concentration (mg/m3) and
Mpm2.s = PM-2.5 mass collected on the filter (mg).
A background correction is made by subtracting the PM-2.5 concentration determined from the
background sampling system from the total PM-2.5 mass concentration obtained above.
5.1.2 Elemental Carbon/Organic Carbon
The thermal-optical EC/OC analyzer measures the masses of EC and OC collected on quartz fiber filters
in units of |jg/cm2. Thus, the total EC and OC concentrations for each quartz filter are calculated by
multiplying the EC or OC reading by the exposed filter area, and then dividing by the total airflow volume
passing through the filter during the sampling period as
0 t
zZinst1
„ MnrAw
Coc=~Frf	(5_4)
xlinsr
where
CEc	= mass concentration of EC (|jg/L),
C0c	= mass concentration of OC (|jg/L),
MEc	= mass of EC per unit area of filter (|jg/cm2),
M0c	= mass of OC per unit area of filter (|jg/cm2),
Af	= exposed filter area (cm2),
Qinst	= sample flow rate through the filter (sLpm), and
t	= sampling time (min).
The mass ratio of EC to total PM-2.5 (Rec) and the ratio of OC to total PM-2.5 (Roc) are
Rec =
Roc =
C
\
EC
c
V -PM2.5 J
100%	(5-5)
C,
A
oc
c
V^-PM2.5 J
100%	(5-6)
50

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and the percentage of OC (Roc/rc) in the total carbon (TC) is
\
100%	(5-7)
D
OC ITC
f Moc ^
\MEC +MOC J
where CPM2.5 is the total PM-2.5 mass concentration in |jg/L.
5.1.3 Semivolatile Organics
For APEX-2, the particulate and gas phase SVOCs collected on quartz filters and PUF plugs were
extracted with solvents and concentrated. The concentrated extracts were then analyzed by GC/MS.
Before analyzing the samples, calibration was conducted using deuterated internal standards and
quantification standards to determine the response factor for each compound. The response factor for a
specific compound is calculated from the calibration by
RF = Aq'Cd'	(5-8)
Adfiq,
where
RFX = response factor of compound x,
Aqx = area counts of compound x obtained from calibration chromatogram,
Adx = area counts for appropriate deuterated internal standard obtained from calibration
chromatogram,
Cdx = concentration of appropriate deuterated internal standard (ng/pL), and
Cqx = concentration of compound x in quantification standards (ng/|jL).
With known response factors, the mass of compound x in the sample extract is calculated from the
analytical results by
AexCdxVd
M = —		2—	(5-9)
AdxRFx
where
Mx = mass of compound x in the sample extract (r|g),
Aex = area counts of compound x for the extract obtained from analytical chromatogram,
Adx = area counts of the appropriate deuterated internal standard obtained from analytical
chromatogram, and
Vd = volume of deuterated internal standards spiked onto the sample (|jL)
Once the mass of each compound in the sample is determined from the GC/MS analysis, the mass
concentration of compound x in the sample flow is given by
C*=7r~	(5"10)
illSl ^
where Cx is the species mass concentration collected by the filter (ng/L).
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5.2 Calculation of Count and Mass Emission Indices for PM, Gas-Phase and
Particle-Phase Compounds
5.2.1 PM Calculations
The PM-2.5 number emission index (El), expressed in number of particles per kg of fuel burnt, EIN, was
calculated from the background-corrected particle number and carbon dioxide concentrations measured
by assuming that the amount of fuel burned can be approximated from the amount of C02 produced due
to the fuel burning. The equation derivation for EIN calculation is shown as below.
C
particles10" cm"
EI N (particles / kg) =
N
cm
m
Q
rm*\
Khr j
Cco2{%)
100
0
Khr j
kmol 12.01 kg 1
24.06m3 kmol fc
200.3-106-CN-fc
r
^CO 2
(5-11)
where
CN = background corrected particle number concentration (particles/cm3),
CC02 = background corrected C02 concentration at sampling point CN (%),
fc = fraction of carbon in fuel (g/g fuel),
24.06	= volume (m3) per kg-mol of ideal gas at 20 °C,
12.01	= molecular weight of carbon (kg/kmol),
Q	= plume flow rate (m3/hr), and
200.3	= a combined constant for unit volume and weight corrections
The PM-2.5 mass emission index expressed in particulate mass per kg of fuel burnt, EIM, was calculated
from the loss and background corrected particle mass concentration using
2003-C
EIM(mg/kg) =	' PM25 Jc	(5-12)
CO 2
where
Cpm2.5 = background corrected particle mass concentration (mg/m3) and
CC02 = background corrected C02 concentration at sampling point CM (%).
The PM-2.5 mass emission rate expressed in mg of particulate mass per second, ERM, was calculated by
multiplying the emission index by the corresponding fuel flow rate using
FF
ERm (mg / sec) = EIm ¦ ——	(5-13)
3600
where
EIm = PM emission index (mg/kg) and
FF = fuel flow rate (kg/hour) as provided by the aircraft operator.
52

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5.2.2 Gas-Phase Calculations
With one modification, Equation 5-12 could be used to perform the calculations for the gas-phase
compounds determined from the time-integrated sampling and consequent GC/MS analyses. The term
CPM2.5 was replaced with the term Cgx, which is the mass concentration of each organic gas-phase
compound (Equation 5-14). This substitution allowed the emission indices for individual particulate
organic compounds to be calculated.
200.3 -C-fc
EIm (mg / kg) =				(5-14)
C02
where
Cgx = mass concentration of each individual organic gas-phase compound (mg/m3)
CCo2 = background corrected C02 concentration at sampling point CM (%).
5.2.3 Particle-Phase Calculations
With one modification, Equation 5-12 could also be used to perform the calculations for the organic and
inorganic particle-phase elements determined from the integrated sampling and consequent analyses
(OC/EC analyzer for OC/EC, solvent extraction and TD for organics, and XRF for inorganics). The term
CPM2.5 was replaced with the term Csx, which is the mass concentration of each particle-phase element
(Equation 5-15). This substitution allowed the emission indices for individual organic or inorganic particle-
phase elements to be calculated.
EIM(mg/kg)=2m-3rC°'fc	(5-15)
C02
where
Csx = mass concentration of each individual particle-phase element (mg/m3)
CCo2 = background corrected C02 concentration at sampling point CM (%).
5.3 Determination of Particle Size Distribution
The Nano-SMPS, long SMPS, EEPS, and ELPI were used to determine the particle size distributions
under various operating conditions. Both the ELPI and long SMPS were found not to be entirely suitable
for measurement of the jet engine particle size distribution due to their instrument size ranges (0.03 to 10
|jm for ELPI and 0.01 to 0.4 |jm for the long SMPS). Only the Nano-SMPS and EEPS showed the
capability of covering the entire particle size range of jet engine PM (primarily between 3 and 100 nm). To
obtain an average particle size distribution for an engine power setting, an average was calculated for the
dN/dlogDp data for each size bin recorded under the same power level. The average dN/dlogDp data for
each power setting was then smoothed over the entire size range by using the "supsmooth" function
provided by MathCad 2001 Professional. Once the particle size distribution was determined, the total
particle number concentration and particle number geometric mean diameter were calculated for the test
using Equations 5-16 and 5-17, respectively.
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Nt = ^ (dNjd log Dp\ x (d log Dp )(	(5-16)
f K	^
^ (dM/d log Dp \ x(d log Dp). xlog Dpt
GMD = 10
where
(5-17)
NT	= total particle number concentration (particles/cm3),
Dp	= particle size (nm),
K	= number of size bins, and
GMD	= geometric number mean diameter (nm).
In order to determine the particle mass emission index from the measurement of particle number
concentrations, Equation 5-18 was used to convert the particle loss and background corrected dN/dlogDp
into the dM/dlogDp for the /'th size bin.
(dM/dXogDpi) = 0.5236xl012 •(dN/dlogDpJ-Dpt3	(5-18)
where
Dp, = particle size of the /'th size bin.
The particle mass concentration was then calculated using
CM =Y\(dM / ^ log Dpi) • (t/ log Dpi)].	(5-19)
2=1
5.4 Calculation of Data Quality Indicator Goals
The DQI goals are specific criteria used to quantify how well the collected data meet the appropriate data
quality objectives. The definitions and calculations for accuracy as expressed in terms of bias, precision,
and completeness are described below.
Precision—Precision is the agreement between a set of replicate measurements without assumption of
knowledge of the true value. Precision is expressed as percent relative standard deviation (RSD) and can
be determined using
f
RSD
Standard Deviation of Replicate Measurements
Average of Replicate Measurements
\
100
(5-20)
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Bias—The degree of agreement between an average measurement and an accepted reference or true
value, expressed as a percentage of the reference or true value. Accuracy DQIs must include systematic
errors associated with the sampling process.
% Bias =
(Averaged Measured Values) - (Known Value)
Known Value
100
(5-21)
Completeness—Completeness expresses the percent of acceptable data collected, using
%Completeness= 		~J 				100
Intended Collectable Data
(5-22)
5.5 Particle Loss Correction
During the APEX testing, the gas and particulate samples emitted from the jet engines were transported
through a long sampling line to the DEAL. The sampling line length, number of bends, etc., were slightly
different for each of the three APEX sampling campaigns with the samples subjected to particle losses
due to diffusion and inertial impaction during transport. In addition, particle losses could also occur in the
DEAL sampling tunnel, though the losses were expected to be much less in comparison to those in the
sampling lines. A post-test experiment was conducted to determine the total particle losses for samples
travelling from the tip of the sampling probe to the splitters in the DEAL sampling tunnel. By measuring
the particle number concentrations at the two locations for each particle size channel, the particle
penetration for that particle size was calculated using
P(dp) = CN-sPUtter^dp^	(5-23)
Cn,probe i^P)
where
P(dp)	= penetration coefficient for particle size dp (dimensionless),
CN,Spiitter(dp) = particle number concentration for particle size dp measured by EE PS at splitter,
particles/cm3, and
CN,probe(dp) = particle number concentration for particle size dp measured by EE PS at probe,
particles/cm3.
Figure 5-1 shows the particle penetration as a function of particle size for each sample line during APEX-1, -2,
and -3. The particle penetration coefficient results were then correlated to particle size. The equations of
particle penetration for each of the different sampling lines used in the tests are presented Table 5-1.
55

-------
1.0
0.9
-P 0.8
c
o
2 0.7
+•>

-------
c,
(dp)
C,
' N,measured
(dp)
' N .corrected
P(dp)
(5-24)
Note that the penetration coefficient data, shown in Figure 5-1, decreased as particle size increased when
the particle size was greater than 30 to 100 nm. This observation is not consistent with the prediction of
theoretical particle loss analysis, which predicts that particle losses would not be significantly affected by
particle size until the particle size was greater than 800 to 1000 nm. Considering the uncertainty in the
particle loss experimental results, the PM emission results in this report are discussed both with and
without particle loss correction. NASA has funded research to develop an improved empirical technique to
determine particle losses in aircraft engine sampling systems (Liscinsky and Hollick, 2008). If an improved
line loss correction scheme becomes available in the future, the experimental data provided in this report
may need to be reprocessed to improve data quality.
57

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58

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6. Test Matrix, Fuel Composition, and Engine Operation
6.1	Test Matrix and Run Times
A total of 24 tests were conducted during the three APEX campaigns. The CFM56-2C1 jet engine was
used throughout the nine APEX-1 tests to investigate the effects of fuel composition on emissions at
various power settings. Three types of fuel were used: a base fuel (JP-8, or Jet-A1), a high-sulfur fuel
(JP-8 doped to approximately four times the sulfur content of the base fuel), and a higher-aromatic JP-8.
During APEX-2 and -3, the fuel composition was not varied as an experimental parameter. During these
tests, each engine was run with the Jet-A fuel normally used during commercial operations. The same
engine family used during APEX-1, the CFM56, was also used for all four APEX-2 tests and two of the
eleven APEX-3 tests. These tests were used to provide further characterization of the fine particulate
emissions from these widely-used jet engines.
During APEX-3, five other jet engines of various sizes were studied. These engines included a General
Electric CJ610-8ATJ turbojet (in use on a Lear 25), Rolls Royce AE3007A1E and AE3007A1/1 turbofans
(in use on an Embraer ERJ145), a Pratt and Whitney PW4158 turbofan (in use on the A300), and a Rolls
Royce RB211-535E4-B turbofan (in use on a B757).
Table 6-1 is the APEX test matrix, which summarizes the details of the 24 tests conducted during
APEX-1, -2 and -3, plus the aborted end-of-runway sampling during APEX-3 and the three tunnel blank
runs conducted at the end of each campaign to evaluate potential sampling artifacts. The test number
designation and run time used for integrated sampling are followed by the aircraft and engine type used in
each test. The fuel type is indicated for APEX-1; fleet fuel was used for all other tests. In addition, the
individual power settings (percent rated thrust) used during each test are indicated. The individual power
settings are approximate values.
6.2	Fuel Type and Composition
Table 6-2 summarizes the composition of the fuels used during the APEX campaigns. Three types of jet
fuels were used in the APEX-1 campaign: a base fuel, a higher sulfur fuel, and a higher aromatic fuel.
The base fuel, which was a typical JP-8 (Jet-A1) jet engine fuel, was used for EPA-1 and EPA-2, and
NASA-1 and -1a. A high-sulfur fuel, with approximately four times the sulfur content of the base fuel, was
used for EPA-3 and NASA-2 and -3. A higher aromatic fuel, with approximately 25 percent more
aromatics than the base or high-sulfur fuels, was used for NASA-4 and -5.
During APEX-2 and -3, the normal fleet fuels were used for all engines tested. Table 6-2 illustrates that
although the sulfur content varied in these fuels (ranging from 132 to 700), these fuels were generally
similar to the base fuel used in APEX-1.
59

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Table 6-1. APEX Test Matrix

Run







Nominal Percent Rated Thrust




APEX Test No.
Time
(min)
Aircraft
Engine3
Fuel Type















4
5.5
7
8.4
15
30
40
45
60
65
70
76
80
85
100
1 EPA-1
188.53
DC-8
CFM56-2C1
Base


X


X







X
X
EPA-2
150.7





X


X







X
X
NASA-1
197.03



X
X
X

X
X
X


X



X
X
NASA-1a
112.3



X







X
X
X


X
X
EPA-3
149.58


High Sulfur


X


X





X

X
X
NASA-2
116.98



X
X
X

X
X
X

X
X
X


X
X
NASA-3
143.65



X
X
X

X
X
X

X
X
X


X
X
NASA-4
154.67


High Aromatic
X
X
X

X
X
X

X
X
X


X
X
NASA-5
155.5



X
X
X

X
X
X

X
X
X


X
X
Tunnel
Blank
N/A
N/A
N/A
N/A















2 T1
123.8
B737-700
CFM56-7B24
Fleet Fuel
X

X


X
X


X



X

T4
142.6



X

X


X
X


X



X

T2
135.8
B737-300
CFM56-3B1

X

X


X
X


X



X

T3
150.5

CFM56-3B2

X

X


X
X


X



X

Tunnel
Blank
N/A
N/A
N/A
N/A















3 T1
115.6
B737-300
CFM56-3B1
Fleet Fuel
X

X

X
X

X

X



X
X
T11
63.7



X

X

X
X

X

X



X
X
T2
171.4
NASA Lear
CJ610-8ATJ
Fleet Fuel


X

X
X

X

X



X
X
T5
146.1
Model 25
(turbojet)



X

X
X

X

X



X
X
T3
131.48
Embraer
AE3007A1E
Fleet Fuel



X
X
X

X

X



X
X
T4
112.43
ERJ145





X
X
X

X

X



X
X
T10
96.75

AE3007A1/1




X
X
X

X

X



X
X
T6
147.58
A300
P&W 4158
Fleet Fuel


X

X
X

X

X


X


T7
76.39





X

X
X

X

X


X


T8
103.5
B757
RB211-535E4-B
Fleet Fuel
X

X

X
X

X

X



X

T9
122.43



X

X

X
X

X

X



X
X
End-of-



















runway
(aborted)
N/A
N/A
N/A
N/A















Tunnel
Blank
N/A
N/A
N/A
N/A















a. All engines were turbofan except as noted.
60

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Table 6-2. Composition of Fuel Used in APEX Campaigns
Campaign
Aircraft
Engine3
Fuel Type
C
H
S
Aromatics
Density
(mg/cm3)
Heating
Value
(MJ/kg)
APEX Test No.
(fraction) (fraction) (ppm)
(vol%)
1 EPA-1
DC-8
CFM56-2C1
Base
0.8627
0.1369
409
17.5
0.8199
43.2
EPA-2









NASA-1









NASA-1a









EPA-3


High Sulfur
0.8617
0.1367
1639
17.3
0.8194
43.3
NASA-2









NASA-3









NASA-4


High Aromatic
0.8624
0.1370
553
21.8
0.8114
43.3
NASA-5









2 T1
B373-700
CFM56-7B24
Fleet Fuel
0.8569
0.1430
132
19.7
0.8254
NA
T4



0.8525
0.1470
412
20.3
0.8080
NA
T2
B737-300
CFM56-3B1

0.8587
0.1411
206
20.4
0.8202
NA
T3

CFM56-3B2

0.8522
0.1474
352
22.7
0.8169
NA
3 T1
B737-300
CFM56-3B1
Fleet Fuel
0.8613
0.1380
700
17.4
0.8044
43.2
T11



0.8616
0.1380
400
16.8
0.8109
43.2
T2
NASA Lear
CJ610-8ATJ
Fleet Fuel
0.8599
0.1401
0b
14.5
0.7990
43.3
T5
Model 25
(turbojet)







T3
Embraer
AE3007A1E
Fleet Fuel
0.8637
0.1360
300
19.9
0.8105
43.1
T4
ERJ145








no

AE3007A1/1

0.8638
0.1360
200
18.6
0.8142
43.1
T6
A300
P&W4158
Fleet Fuel
0.8624
0.1370
600
16.5
0.8048
43.2
T7









T8
B757
RB211-535E4-B
Fleet Fuel
0.8637
0.1360
300
19.4
0.8096
43.1
T9



0.8637
0.1360
300
19.1
0.8090
43.1
a.	All engines are turbofan except as noted.
b.	Questionable value as reported by NASA. Actual sulfur content should be similar to other APEX-3 tests.
61

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One item of note here is the wide variation in sulfur content of the standard fleet fuels used during the
three tests on the same engine model, the CFM563B1. During APEX-2, Test 2, the fuel sulfur content
was 206 ppm, whereas for the two APEX-3 tests, the sulfur content was 700 ppm (Test 1) and 400 ppm
(Test 11), respectively. This wide variation in fuel sulfur is expected to have a significant effect on the
amount and size of the PM generated by the engine due to gas-to-particle conversion occurring in the
exhaust. This factor should be kept in mind when comparing test results for these engines.
6.3 Engine Power Settings
In all the APEX tests, the emissions were monitored and studied at different steady-state engine power
settings. These steady-state engine power settings are discussed below for each measurement
campaign.
6.3.1 APEX-1 Engine Test Cycles
During APEX-1, two engine testing matrices were used for each fuel. The "EPA" test matrix followed the
ICAO-defined landing and take-off (LTO) cycle to simulate aircraft emissions at an airport. This matrix
consisted of approximately four repetitions of the following power settings: 26 min at idle (7%), 0.7 min at
takeoff (100%), 2.2 min at climb (85%), and 4 min at approach (30%). Figure 6-1 presents a graph of the
basic jet engine operating cycle that was proposed by NRMRL for the APEX-1 tests. NRMRL's primary
emphasis was speciated measurements of the jet engine emissions with the engine operated in repetitive
cycles encompassing ICAO LTO power (thrust) settings. These power levels are identical to those used
during engine certification, except that the EPA sampling included engine start/stop, transitions between
throttle settings, and bleed air extracted from the engine. Note also that large changes in emissions
occurred during engine start/stop and power transitions. These large changes in emissions were difficult
to characterize due to their short duration.
Take-
off
100
Climb-
Out
80
ro 60
a.
c

-------
The "NASA" test matrix was designed to investigate the effects of engine operating parameters on
particle emissions. The NASA test matrix included power settings of 4, 5.5, 7, 15, 30, 40, 60, 65, 70, 85
and 100 percent (restricted to about 93%, but considered to be 100%) of rated thrust. Except for the 100
percent thrust level, where run-time was limited to 1.5 min, approximately 10 min were provided at each
power setting to allow for samples to be adequately analyzed.
Table 6-1 previously indicated the individual power settings used in each of the APEX-1 tests. Figures
6-2, (EPA tests) and 6-3 and 6-4 (NASA tests) graphically illustrate the sequence of these power settings
for each test. Note that the EPA and NASA sampling systems were all time-synchronized, so that the
timestamps associated with the different power settings could be related to the instrument data.
For EPA-1, Figure 6-2 shows that the test was burdened with disruptions before 14:30, resulting in
several partial cycles. The test was started at the idle (7%), take-off (100%), and climb-out (85%) power
settings, followed by a shut-down period from about 12:29 to 13:15 necessitated by a cooling water line
leak associated with the 10-m probe. Shortly after the second cycle started, a shifting tailwind violated
safety protocols, requiring the power level to be decreased from 100% to idle (7%) at 13:57. The cycle
was restarted at the 100% level, but at 14:01, high winds again caused a safety violation that required the
power level to be dropped to idle. It was not until 14:30 that two full EPA cycles were completed without
any disruptions.
In EPA-2 and -3, the jet engine cycle operating cycle was repeated four times and without any
interruption. Flowever, during EPA-3, an additional power setting was introduced at 75% in the first cycle
of the test to accommodate the needs of another project participant.
The six NASA tests were conducted at a number of different power levels as shown in Figures 6-3 and
6-4. EPA conducted non-speciated sampling during all of the NASA tests. During NASA-1 and -1a, the
DEAL conducted continuous monitoring only. For the remaining NASA tests (NASA-2, -3, -4, and -5),
time-integrated sampling was conducted along with the continuous monitoring. For the time-integrated
samples (see Tables 3-2 and 3-3), it was necessary to use the same media for two sequential tests
(NASA-2 and -3, and NASA-4 and -5) due to the short run times for these tests. NASA-2 and -3 were
collected during tests using the high-sulfur fuel and NASA-4 and -5 were collected during tests using the
high-aromatic fuel. In both cases, once the first test was completed, the time-integrated sample media
holders were placed in the freezer until the subsequent test was ready to be conducted.
6.3.2 APEX-2 Engine Test Cycles
In all four tests of the APEX-2 campaign, the engines were mounted on Boeing 737 airframes owned and
operated by Southwest Airlines. A CFM56-7B24 was used in Tests 1 and 4, a CFM56-3B1 for Test 2, and
a CFM56-3B2 in Test 3. For tests T2 and T3, the same media were used for the time-integrated sampling
(see Tables 3-2 and 3-3), with the exception of the SUMMA canisters, to insure that adequate sample
mass was collected.
63

-------
EPA Test 1
100
¦O
2
"re
C£
+•>
E
cu
o
.a	^ ^	w-/
Time of Day (hh:mm:ss)
EPA Test 2
100
.c
H
"O
0)
60
O
<5
Q.
Time of Day (hh:mm:ss)
EPA Test 3
100
I-
¦o

-------
NASA Test 1
(low power)

Time of Day (hh:mm:ss)
NASA Test 1 a
(high power)
Time of Day (hh:mm:ss)
NASA Test 2
l 60 \ \	\
40 "	\	\	\
20 l	\	1
Time of Day (hh:mm:ss)
Figure 6-3. Engine operating cycles for Tests NASA-1, -1a, and -2 during APEX-1.
65

-------
NASA Test 3
100 -
3
JZ
H-
¦c
I
0£
£
«D
O
40
<1>
0.
VS/SSS//SJS////*
Time of Day (hh:mm:ss)
NASA Test 4
100 -
to
3
a)
a.
Time of Day (hh:mm:ss)
NASA Test 5
100 -
w
3
S.
H
¦o
a)
IS
£
c
a)
o
a>
Q_
Figure 6-4. Engine operating cycles for Tests NASA-3, -4, and -5 during APEX-1.
66

-------
The engines were operated in cycles encompassing a series of steady state power settings. To
investigate the effects of engine operating power on particle emissions, the power levels include those
used during engine certification (except take-off), cruise, engine start/stop, and transitions between
throttle settings. Each test consisted of power settings at 4, 7, 30, 40, 65 and 85 percent of rated thrust.
Except for the 85 percent thrust level, where run-time was 8 min, approximately 10 min were provided at
each power setting to allow for samples to be adequately analyzed. During the tests, the thrust was
changed in a stepwise fashion. The thrust was first increased from the lowest thrust level (4%) to highest
level (85%) under "cold" engine condition, and then decreased under "warm" engine condition, as shown
in Figure 6-5. Again, the operating cycles used in APEX-2 were similar, but not identical.
6.3.3 APEX-3 Engine Test Cycles
The APEX-3 engine test cycles were similar to those for APEX-2. The emissions were monitored while
increasing the rated power thrust from the lowest level to highest level under cold engine conditions, then
decreasing the power level from highest to lowest under warm engine conditions. The engine operating
cycles for APEX-3 are grouped by engine manufacturer and model. For tests T3 and T4, and tests T6 and
T7, the same sampling media were used for some of the time-integrated samples (see Tables 3-2 and 3-
3), to insure that adequate mass was collected. In both cases, once the first test was completed, the time-
integrated sample media holders were placed in the freezer until the subsequent test was ready to be
conducted.
Figure 6-6 presents the engine operating cycles for Tests 1 and 11, which were conducted with the same
CFM engine model used during APEX-2, Test 2 (CFM56-3B1). The engines were mounted on a Boeing
737-300 airframe owned and operated by Continental Airlines. The nominal engine power settings were
4, 7, 15, 30, 45, 65, 85, and 100 percent of rated thrust. Note that in Test 11, only half of the usual cycle
was completed.
Figure 6-7 presents the engine operating cycles for Tests 2 and 5 of a General Electric CJ610-8ATJ
model turbojet engine mounted on a Lear Model 25 airframe owned and operated by NASA. This engine
was the smallest and least powerful of all of the engines tested. During these tests, the engine power
setting was set at seven levels: 7, 15, 30, 45, 65, 85, and 100 percent of rated thrust. Note that during
Test 2, the engine was shut down shortly after reaching maximum power due to high crosswinds. After
the crosswinds subsided, the engine operating cycle was restarted from the beginning.
Figure 6-8 shows the operating cycles for AE3007A1E and AE3007A1/1 engines in Tests 3, 4, and 10. In
all three of these tests, the exhaust was sampled from the engines mounted on the tail of an Embraer
ERJ 145 commuter jet. In Tests 3 and 4, the aircraft was operated by Continental Express and used a
Rolls Royce Model AE3007A1E engine. In Test 10, the aircraft was operated by ExpressJet and used a
Rolls Royce Model AE3007A1/1 turbofan engine. These tests were conducted at seven nominal power
settings: 8.4, 15, 30, 45, 65, 85, and 100 percent.
67

-------
	CFM56-7B24 (T1)
	CFM56-7B24 (T4)
	CFM56-3B1 (T2)
	CFM56-3B2 (T3)

i m
1:00 1:30 2:00
Elapsed Time (hh:mm)
3:00
Figure 6-5. Engine operating cycles for APEX-2.
Figure 6-6. Operating cycles for CFM56-3B1 engines during APEX-3.
16:18	16:30	16:39	16:56	17:02	17:13	17:16
Time of Day
17:28 17:42 18:01 18:14
Time of Day
Time of Day	Time of Day
Figure 6-7. Operating cycles for CJ610-8ATJ engine during APEX-3.
68

-------


Test: T3 /










































\




s
r




22:31 22:40 22:58 23:21 23:38 23:51 0:07 0:17 0:41
Time of Day
100
Test: T4
90
80
70
60
I 40
c
8
a3
CL
30
20
10
1:17
1:20
1:31
1:43
1:56
2:06
2:25
2:38
2:58
3:09
Time of Day
Time of Day
Figure 6-8. Operating cycles for AE3007A1 engines during APEX-3.
0:41	0:57	1:18	1:31	1:47	1:59
69

-------
Figure 6-9 presents the power cycles for Tests 6 and 7 conducted on the largest and most powerful
engine, the Pratt and Whitney Model 4158 turbofan. The engine was wing-mounted on the airframe of an
Airbus A300 owned and operated by Federal Express. A wind speed sensor and warning light were used
to monitor the exhaust plume velocity on a fence between the engine exit and an adjacent building and
tarmac. The warning light was blown off the fence during Test 6 at about 65-percent power. The power
level had to be reduced to idle while the light was reattached to the fence. Testing was resumed, but the
warning light alarm activated, limiting operation of the engine to about 80-percent power. Therefore, Tests
6 and 7 were actually conducted at six nominal power settings: 7, 15, 30, 45, 65, and 80 percent of rated
thrust.
15:06 15:21 15:38
Time of Day
17:40	18:01
Time of Day
Figure 6-9. Operating cycles for P&W 4158 engine during APEX-3.
Figure 6-10 shows the engine operating cycles for Tests 8 and 9 of Rolls Royce RB211-535E4-B engines
mounted on a Boeing 757 airframe owned and operated by Continental Airlines. The same power settings
were used as for Tests 1 and 11; however, the maximum power level in Test 8 was limited to 85 percent
because of high crosswinds.
As can be seen from these graphs, no two tests in any of the sampling campaigns had exactly the same
operating cycle. This variation in cycles makes it impossible to determine method precision for the time-
integrated measurements. In addition, the lack of consistent engine operation hampered the
determination of chemical composition for both particle- and gas-phase constituents using methods
employed here. It could not be determined whether or not the variations seen from test-to-test were due
to different engine technology or were related to changes in engine operation. Therefore, real-time
chemical characterization techniques are preferred over time-integrated methods in future tests to allow
for variations in engine operation.
70

-------
100
90
80
70
60
50
40
30
20
10
0
21:19
Time of Day
Time of Day
Figure 6-10. Operating cycles for RB211-535E4-B engines during APEX-3.
71

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72

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7. Environmental and Engine Operating Data
7.1 Wind Speed and Direction
Any crosswinds experienced during sampling were expected to have an impact on the emissions
measured in the downstream exhaust plume due to contamination of the background samples with
engine exhaust and deflection of the plume away from the probe at low engine power. Wind speed and
direction were monitored during all three APEX campaigns and averaged over the run time for each test.
Table 7-1 presents these results and includes the RSDs in both wind speed and direction. The RSD is a
measure of the variation in wind speed and direction experienced during each test.
Table 7-1. Average and Relative Standard Deviation of Wind Speed and Direction for Individual
Tests
Campaign
Wind Speed (km/h)
Wind Direction (degree)
APEX Test No
Average
RSD (%)
Average
RSD (%)
1 EPA-1
5
124
133a
76
EPA-2
-
-
288a
35
EPA-3
26
16
270
7
NASA-1
9
75
109a
85
NASA-1a
2
77
289a
40
NASA-2
11
66
226
28
NASA-3
23
20
213
5
NASA-4
37
21
224
5
NASA-5
7
59
272
37
2 T1
4
36
306
26
T2
2
75
250
40
T3
2
60
269
34
T4
1
66
263
42
3 T1
19
16
198a
3
T2
21
31
233
5
T3
11
8
224
1
T4
11
9
222
2
T5
19
52
245
11
T6
26
25
282
5
T7
23
26
276
4
T8
15
50
283
6
T9
20
13
225
2
T10
14
17
230
3
T11
4
21
237
39
a. Wind direction falls outside of the designated criteria for compressor stall. The data and resulting emissions calculations
should be used with caution.
73

-------
The direction of the wind, when blowing directly toward the nose of the aircraft, was approximately 240°
for all of the APEX-1 tests, and 260° for all of the APEX-2 and APEX-3 tests. Based on information from
the aircraft flight manual, a variation of ± 45° is allowed to avoid engine compressor stall. If the same
minimum criterion is used to determine acceptable crosswinds to avoid background contamination and
exhaust plume deflection for the tests, then winds during APEX-1 should fall between 195° and 285°, and
between 215° and 305° during APEX-2 and APEX-3.
As shown in Table 7-1, during Test EPA-1 of APEX-1, the average wind direction was 133°. This value
indicates that this test was conducted during significant crosswinds. In addition, Test EPA-1 had a very
high RSD in wind speed (124%) and wind direction (76%). Based on these data, the EPA-1 test was
conducted under poor wind conditions.
There were two other tests where the wind direction fell outside the criteria defined above: the NASA-1
test of APEX-1 and T1 of APEX-3. As was the case for Test EPA-1 of APEX-1, caution should be used
with the emissions data resulting from any test conducted during poor wind conditions.
Note also that there were periods during other APEX-3 tests that had poor wind conditions, although the
test averages fell within the stated criteria. These tests with poor wind conditions were tests T2 through
T5, T8, and T11.
7.2 Fuel Flow Rate
Fuel consumption is directly related to engine power output. In the three APEX campaigns, the fuel flow
rate was supplied by either NASA (APEX-1 and -3) or the airline (APEX-2 and -3) and plotted as a
function of percent rated thrust for each test. Table 7-2 presents the average fuel flow rates (in kg of fuel
per hour) at various power conditions, expressed as percentage of rated thrust, for each test. The table
also includes the aircraft, engine, and type of fuel used for each individual test. Note that the fuel flow rate
values shown are averages of all the data obtained under the same power condition occurring during a
test. In some cases, acceptable data may not be available for all periods at a particular thrust level.
For the APEX-1 campaign, each fuel flow rate is the average value of measurements recorded from
cockpit instruments at each specified power level. For the APEX-2 and APEX-3 campaigns, the fuel flow
rates were determined under cold (increasing power in a stepwise fashion) and warm (reducing power in
a stepwise fashion) engine conditions separately. No fuel flow data were supplied by the airline for T1 of
APEX-2. Therefore, the data from T4 (same aircraft and engine) were assumed for T1 in the emission
index (El) calculations.
To investigate the effect of fuel type on fuel consumption, the fuel flow rate measurement results were
compared for the APEX-1 campaign, where three types of jet fuels (base, high-sulfur, and high-aromatic)
were used. The base fuel was used in EPA-1, EPA-2, NASA-1 and NASA-1 a. The high-sulfur fuel was
used in EPA-3, NASA-2, and NASA-3, and the high-aromatic fuel was used in NASA-4 and NASA-5. All
these tests were conducted with the same aircraft and same CFM56-2C1 engine.
Figure 7-1 plots the APEX-1 fuel flow rate data for these three types of fuels against the percent rated
thrust. Their correlation can be expressed by almost identical linear equations, indicating that the higher
sulfur and aromatic contents of two of the fuels had no influence on the fuel consumption. This lack of
influence is probably because the three tested fuels have approximately the same heating values, even
though their sulfur and aromatic contents were different.
74

-------
Table 7-2. Summary of Fuel Flow Rates Measured at Different Engine Power Levels
APEX
Test No.a
Aircraft
Engine
Fuel Type
Engine 	
Conditions 4
5.5
8.4
15
Fuel Flow (kg/h) at Percent Rated Thrust0
30
40
45
60
65
70
76
85
100
EPA-1
EPA-2
NASA-1
NASA-1a
DC-8
CFM56-2C1
350
336
386
436
425
427
560
992
1023
1012
1252
1998
1922 2098
2252
2819
2406
3181
2906
3127
EPA-3


High sulfur



438


964





2424

2840
3116
NASA-2




345
381
413

543
955
1235

1855
2046
2191


2727
2984
NASA-3




347
382
405

538
986
1255

1846
2053
220


2758
3051
NASA-4


High aromatic

345
381
401

545
960
1220

1850
2023
2157


2708
2978
NASA-5




345
395
410

545
989
1292

1930
2131
2247


2894
3176
2d T4
B737-700
CFM56-7B24
Fleet fuel
Coldb
Warm
Average
336
313
325

418
381
400


1180
1135
1158
1544
1498
1521


2497
2497
2497



4131
4086
4109

T2
B737-300
CFM56-3B1
Fleet fuel
Cold
Warm
Average
341
345
343

422
418
420


1099
1067
1083
1403
1367
1385


2193
2184
2188



3528
3559
3543

T3
B737-300
CFM56-3B2
Fleet fuel
Cold
Warm
Average
372
368
370

440
422
431


1130
1108
1119
1444
1412
1428


2252
2261
2256



3677
3650
3664

3 T1
B737-300
CFM56-3B1
Fleet fuel
Cold
Warm
Average
300
300
300

397
397
397

654
654
654
1136
1136
1136

1618
1618
1618

2260
2260
2260



2903
2903
2903
3385
3385
3385
T11
B737-300
CFM56-3B1
Fleet fuel
Cold
381

431

622
1090

1530

2179



2815
3564
T2
NASA Lear
Model 25
CJ610-8ATJ
(turbojet)
Fleet fuel
Cold
Warm
Average


182
182
182

304
304
304
452
454
453

568
568
568

760
763
762



999
999
1226
1226
1226
T5
NASA Lear
Model 25
CJ610-8ATJ
(turbojet)
Fleet fuel
Cold
Warm
Average


227
227
227

303
303
452
452
452

567
567
567

763
763
763



1009
1009
1009
1226
1226
1226
T3
Embraer ERJ145
AE3007A1E
Fleet fuel
Cold
Warm
Average



174
173
173
238
235
237
389
392
391

555
563
559

805
810
807



1082
1088
1085
1286
1299
1293
T4
Embraer ERJ 145
AE3007A1E
Fleet fuel
Cold
Warm
Average



168
167
167
239
231
235
385
384
385

547
549
548

788
786
787



1050
1052
1051
1253
1252
1252
T10
Embraer ERJ 145
AE3007A1/1
Fleet fuel
Cold
Warm
Average



179
178
178
233
231
232
372
371
371

524
529
526

750
767
758



971
982
976
1171
1180
1175
T6
A300
P&W 4158
Fleet fuel
Cold
Warm
Average


610
368
489

1014
1097
1056
2245
2465
2355

3726
3834
3780

5658
5658
5658


7026
7026
7026


T7
A300
P&W 4158
Fleet fuel
Cold
Warm
Average


600
596
598

1035
1035
2230
2252
2241

3688
3688

5702
5711
5706


7100
7200
7150


T8
B757
RB211-535E4-B
Fleet fuel
Cold
Warm
Average
566
437
501

770
654
712

1191
1178
1185
2109
2131
2120

3178
3436
3307

4750
4691
4720



6096
6449
6273

T9
B757
RB211-535E4-B
Fleet fuel
Cold
Warm
Average
421
506
464

690
668
679

1221
1173
1197
2004
2037
2021

3068
3111
3090

4479
4551
4515



6233
6307
6270
6966
6987
6976
a Note that bleed air was extracted from the engine during tests EPA-1 ,-2, and -3 in APEX-1. No fuel flows were recorded by the airline during T1 of APEX-2.
b "Cold" refers to increasing power in a stepwise fashion, and "Warm" indicates reducing power in a stepwise fashion. See Section 6.
c Fuel flows provided by aircraft operator.
d Fuel flows for APEX-2, T1, were derived from the same power conditions for T4, since no data were provided by the aircraft operator for this test.

-------
3500
3000
2500
2000
1500
1000
High Aromatic
y = 29.388x+ 164.47
r2 = 0.9928
500
~ Base Fuel
¦ High Sulfur
A High Aromatic
High Sulfur
y = 29.206X + 164.85
r2 = 0.9946
Base Fuel
y = 29.004X + 192.38
r2 = 0.9888
20	40	60
Percent Rated Thrust
80
100
Figure 7-1. Effect of fuel sulfur and aromatic content on fuel consumption during APEX-1.
The fuel consumption rates for different engine types are compared in Figure 7-2. The three lowest thrust
engines in these tests—Models AE3007A1E and AE3007A1/1 mounted on an ERJ 145 express jet, and
Model CJ610-8ATJ mounted on a NASA Lear Model 25 airframe—had almost identical fuel consumption
rates as a function of rated engine thrust. This trend is somewhat surprising since the AE3007 engines
are rated at almost three times the thrust of the smaller CJ610 on the Lear Model 25. For the CFM56
engine family, the -7B engine showed the highest fuel consumption, followed by the -3B engine. The ~2C
engine had the lowest fuel flow consumption rate of the CFM56 engines tested. The P&W 4158 turbofan
engine mounted on an Airbus A300 was the most powerful engine, and operation of this engine resulted
in the highest fuel consumption rate. The second highest fuel consumer was the RB211-535E4-B
mounted on a B757 airframe.
10000
9000
8000
7000
P& W4158
6000
RB211-535E4-B
5000
CFM56-7B
4000
CFM56-3B
3000
CFM56-2C
2000
AE3007A1E
CJ610-8ATJ
1000
AE3007A1/1
0
40
0
20
60
100
Percent of Rated Thrust
Figure 7-2. Effect of engine type on fuel consumption during APEX-3.
76

-------
The effects of the engine operating condition (cold and warm) on fuel consumption were investigated by
plotting the APEX-2 and -3 measurement results obtained under cold engine conditions against the
measurement results obtained under warm operation conditions and are shown in Figure 7-3. Cold
conditions were the step-wise increasing of power levels to maximum, whereas warm engine conditions
were the step-wise decreasing of power levels after the engine had been run at maximum power (refer to
Figure 6-5 for APEX-2 and Figures 6-6 through 6-10 for APEX-3). The diagonal line represents the data
that have identical measurement results under both cold and warm conditions. The majority of
measurement points are closely grouped around the diagonal. Therefore, fuel consumption is not affected
by whether the engine is operated under cold or warm conditions although differences in emissions were
consistently observed as discussed below.
8000
™ 6000

-------
and red (light) lines, respectively — showing that the C02 concentration corresponded closely with the
fuel flow rate during the test.
0.16
0.15
— 0.14
! °-13
™ 0.12
0
1	o.ii
1 0.10
O
o 0.09
O
£ 0.08
u
0.07
0.06
12
Figure 7-4. Correlation between C02 concentration and fuel flow rate during Test NASA-1 of
APEX-1.
Table 7-3 summarizes the different power settings used for each APEX-1 and -2 test, along with the
corresponding background-corrected average C02 concentration and standard deviation (SD). In these
campaigns, the sampling was done at the same location, 30 m downstream of the engine. As discussed
previously, three possible sampling locations were used during the APEX-3 campaign. Table 7-4 presents
data for APEX-3, similar to the data shown in Table 7-3 for APEX-1 and -2, along with the location where
the C02 emissions were sampled for each APEX-3 test.
The C02 emissions for the different fuels tested during APEX-1 were studied by plotting the C02
concentration data as a function of fuel flow rate. Figure 7-5 shows very similar trends for all three fuel
types. The C02 emissions increased as the fuel flow rate increased from 300 kg/hr. The C02
concentration reached its maximum when the fuel flow rate was at about 2,800 to 2,900 kg/hr, after which
the C02 concentration decreased as the fuel flow rate continued increasing to its maximum. Note that this
decrease at the highest fuel flow rates (which correspond to the takeoff mode, or 100% thrust) may
possibly be an artifact of the short run times at this setting. Because the instrumentation experiences a
slight response lag time, these results may actually be an average of the transition results, and not a true
reflection of C02 concentrations at these highest thrust ratings. Whether this observation is an artifact or
an indication of the actual chemistry occurring at 100 percent thrust, the data collected by APEX-1
collaborators showed similar trends (Wey et al., 2006).
To investigate airport C02 emissions, the APEX-1 results at different engine operation cycles were
compared. In Figure 7-6, the C02 concentrations measured were compared at four engine power
settings: idle (7% rated thrust), takeoff (100% rated thrust), climb-out (85% rated thrust), and approach
(30% rated thrust) for the three fuel types. Two conclusions can be drawn from these comparisons:
3500
—co2
— Fuel Flow
3000
2500 ^
2000
1500 o
1000 =
500
:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00
Time of Day
78

-------
Table 7-3. Average Background Corrected C02 Concentrations at Different Power Settings for
APEX-1 and -2
APEX Test No.
Parameter
The values for APEX-1 are the average at each thrust of all
the cycles of that test shown in Figures 6-2 through 6-4a
1 EPA-1
% of Rated Thrust
Average CO2 (ppm)
SD (ppm)
7
573
41
30
590
35
85
1048
41
100
983
116










EPA-2
% of Rated Thrust
Average CO2 (ppm)
SD (ppm)
7
449
57
30
573
46
85
1073
17
100
956
172










EPA-3
% of Rated Thrust
Average CO2 (ppm)
SD (ppm)
7
181
74
30
370
59
76
787
85
1026
70
100
740
250









NASA-1
% of Rated Thrust
4
5.5
7
15
30
40
65
85
100






Average CO2 (ppm)
542
448
462
533
596
692
901
1025
926






SD (ppm)
155
47
97
61
25
38
-
-
288





NASA-1a
% of Rated Thrust
Average CO2 (ppm)
SD (ppm)
4
462
56
60
812
29
65
882
50
70
880
85
1059
23
100
944
100








NASA-2
% of Rated Thrust
4
5.5
7
15
30
40
60
65
70
85
100




Average CO2 (ppm)
536
249
346
310
599
715
862
922
941
1088
1021




SD (ppm)
50
-
177
-
66
18
-
26
-
38
30



NASA-3
% of Rated Thrust
4
5.5
7
15
30
40
60
65
70
85
100




Average CO2 (ppm)
454
427
460
503
632
699
880
903
921
1107
872




SD (ppm)
45
-
8
-
22
13
-
25
-
7
34



NASA-4
% of Rated Thrust
4
5.5
7
15
30
40
60
65
70
85
100




Average CO2 (ppm)
307
274
372
479
583
640
795
833
877
1010
1000




SD (ppm)
56
-
16
-
28
34
-
13
-
43
71



NASA-5
% of Rated Thrust
4
5.5
7
15
30
40
60
65
70
85
100




Average CO2 (ppm)
414
510
418
389
597
634
841
903
999
1081
1111




SD (ppm)
124
-
132
-
32
76
-
21
-
24
86



APEX Test No.
Parameter




The values for APEX-2 are the average at each
thrust in the cycles shown in Figure 6-5b




CM
1—
CM
% of Rated Thrust
4
7
30
40
65
85
7
85
65
85
40
30
7
4

Average CO2 (ppm)
459
510
702
818
1054
1430
496
1495
1047
1461
816
697
539
530

SD (ppm)
51
51
45
43
53
59
41
75
50
55
42
44
50
57
T3C
% of Rated Thrust
4
7
30
40
65
85
7
85
65
40
30
7
4


Average CO2 (ppm)
600
552
712
822
1050
1457
530
1464
1059
792
699
513
547


SD (ppm)
65
59
49
48
57
71
54
78
53
44
46
57
62

T4
% of Rated Thrust
4
7
30
40
65
85
7
85
65
40
30
7
4


Average CO2 (ppm)
307
350
515
624
852
1110
301
1120
848
604
510
316
272


SD (ppm)
41
28
30
33
34
39
35
43
35
34
34
33
43

a 100% thrust at this test site actually represents 93% rated thrust at standard sea level conditions,
b 85% thrust is maximum take-off power at this airport.
c Based on an analysis of the criteria gas data by the manufacturer's representative, this engine may not have been operating per
specifications.
79

-------
Table 7-4. Average Background Corrected C02 Concentrations at Different Power Settings for
APEX-3
Test
No
Power Cycle
Reference
Figure
Parameter
The values for APEX-3 are the average at each thrust
in the cycles shown in Figures 6-6 to 6-10
T1
6-6
Sampling Location
Sampling Times







30 m
17:31 to 19:07









% of Rated Thrust
4
7
15
30
45
65
85
100 4
100
85
65
45
30
15
7
4


Average CO2 (ppm)
102
117
137
199
243
315
359
396 99
378
323
265
202
164
115
94
88


SD (ppm)
13
13
12
10
16
13
14
11 12
13
13
12
9
7
9
10
9
T2
6-8
Sampling Location


15m



30 m



15m





Sampling Times


17:23 to 17:57


17:57 to 18:16



18:16 to 18:33





% of Rated Thrust
7
15
30
45
65
85
85
100 7
7
100
65
45
30
15
7



Average CO2 (ppm)
19
645
906
1031
1183
1430
870
982 42
360
1633
1272
1051
877
682
39



SD (ppm)
3
83
49
41
47
40
55
57 27
185
42
51
39
59
78
2

T3
6-10
Sampling Location







15m










Sampling Times






22:41 to 00:41










% of Rated Thrust
8.4
15
30
45
65
85
100
8.4 100
85
65
45
30
15
8.4




Average CO2 (ppm)
78
142
181
228
274
295
313
87 319
272
207
164
160
151
85




SD (ppm)
50
50
45
37
41
56
55
54 53
52
33
35
33
34
51


T4
6-10
Sampling Location







15m










Sampling Times







01:24 to 03:09









% of Rated Thrust
8.4
15
30
45
65
85
100
8.4 100
85
8.4
85
65
45
30
15
8.4


Average CO2 (ppm)
59
66
101
154
268
358
439
54 387
342
52
297
230
120
64
52
50


SD (ppm)
16
17
32
48
54
56
38
3 71
50
5
57
54
41
21
5
3
T5
6-8
Sampling Location



15m





30 m








Sampling Times


15:55 to 17:03



17:11 to 18:20







% of Rated Thrust
7
15
30
45
65
85
100
7 100
85
65
45
30
7





Average CO2 (ppm)
115
496
650
654
817
958
1042
190 565
529
488
449
457
177





SD (ppm)
42
95
58
55
31
22
23
72 49
42
25
29
25
7



T6
6-9
Sampling Location
Sampling Times





30 m
14:14 to 15:20 then 15:38 to 16:26








% of Rated Thrust
7
15
30
45
65
7
65
80 7
7
80
65
45
30
15
7



Average CO2 (ppm)
453
512
823
1099
1513
409
1505
1752 426
425
1703
1470
1111
808
531
434



SD (ppm)
31
26
21
28
33
46
35
29 39
87
32
37
26
27
28
35

T7
6-9
Sampling Location
Sampling Times
% of Rated Thrust
7
15
30
45
30 m
17:16 to 18:22
65 80 7
80 65
30
7








Average CO2 (ppm)
491
580
852
1133
1522
1755
482
1759 1515
864
477








SD (ppm)
20
30
26
31
36
32
19
29 43
23
29






T8
6-7
Sampling Location




30 m






43 m





Sampling Times



21:37 to 22:20




22:20 to 23:03




% of Rated Thrust
4
7
15
30
45
65
85
7 85
4
4
65
45
30
15
7
4


Average CO2 (ppm)
134
140
590
820
1039
1346
1563
340 1567
433
350
1022
875
660
475
349
292


SD (ppm)
5
3
40
23
25
30
56
56 54
29
36
24
26
29
23
33
40
T9
6-7
Sampling Location
Sampling Times







30 m
20:29 to 22:25









% of Rated Thrust
4
7
15
30
45
65
85
100 4
100
85
65
45
30
15
7
4


Average CO2 (ppm)
298
419
484
684
855
1091
1365
1469 374
1391
1330
1105
880
688
495
378
344


SD (ppm)
67
41
48
43
31
36
41
48 50
50
44
31
37
33
32
46
49
T10
6-10
Sampling Location







30 m










Sampling Times






00:35 to 02:10










% of Rated Thrust
8.4
15
30
45
65
85
100
8.4 100
85
65
45
30
15
8.4




Average CO2 (ppm)
127
205
282
318
391
444
491
138 500
451
361
326
265
193
156




SD (ppm)
80
41
21
35
27
33
29
48 21
23
56
21
39
41
53


T11
6-6
Sampling Location
Sampling Times
% of Rated Thrust
4
7
15
30 m
16:20 to 17:15
30 45
65
85
100










Average CO2 (ppm)
SD (ppm)
352
34
444
43
641
54
840
48
979
31
1130
38
1290
49
1405
55








80

-------
1400
~ Base Fuel (EPA 1&2)
¦ High Sulfur (EPA 3 & NASA 1-3)
A High Aromatic (NASA 4&5)
1200
B 1000
CO
800
600
400
200
0
0
500
1000
1500
2000
2500
3000
3500
Fuel Row Rate (kg/h)
Figure 7-5. Effects of fuel type on C02 emissions for CFM56-2C1 engine during APEX-1.
~	Base Fuel (EPA 1 & EPA 2)
¦ Hi-Sulfur(EPA3 & NASA 1-3)
~	Hi-Aromatic (NASA 4 & 5)
Idle (7%)
Takeoff (100%) Climb (85%) Approach (30%)
Figure 7-6. Effects of engine operation cycle on C02 emissions for CFM56-2C1 engine during
APEX-1.
81

-------
1.	Except for idle condition, where the base fuel showed a slightly higher C02 concentration, the
difference in the average C02 concentrations for the three different fuels was negligible in comparison
to the experimental errors.
2.	For all three fuel types, the C02 emissions were low when the engine was under idle condition. As the
engine power setting was increased from 7 to 100 percent, the C02 emissions increased significantly.
The emissions were highest when the engine moved to climb-out power, and then reduced sharply
when the engine was changed to approach mode. As discussed above, the slightly lower
concentrations seen during takeoff (100%) as compared to climb condition may be an artifact of the
short duration sampling time at the maximum power setting. This result is slightly different from the
results for fuel flow rate. The fuel consumption was observed to reach the maximum when the aircraft
was at takeoff power.
The effects of engine operating temperature (cold or warm) on the C02 concentration measurements
were also investigated. In Figure 7-7, the C02 concentration data measured under cold and warm
conditions were plotted against the fuel flow rate for selected engines tested during the APEX-3
campaign. This figure shows that these engines, when warm, had an approximately equal or slightly
lower C02 concentration compared to the C02 concentration that was measured under cold conditions.
The C02 concentration data recorded for each of the individual tests were averaged over the run time of
the test and are presented in Table 7-5 for the three campaigns. This table also includes the
corresponding standard deviations (SDs). Large SDs shown in the table for all the tests are believed to be
attributed to the various engine power levels used for each test. The test-average C02 concentration data
were used in the calculation of PM El's from the integrated samples and will be presented in Sections 8
(PM Mass Emissions) and 13 (PM-Phase Chemical Composition).
2000
1800
1600
11400
'•M
1200

-------
Table 7-5. Test-Average Background Corrected C02 Concentrations for Each Test
Campaign
Test
CO2 (ppm)

Test Average
Standard Deviation
APEX-1
EPA-1
605

179

EPA-2
527

192

EPA-3
294

269

NASA-1
601

170

NASA-1a
730

264

NASA-2
659

269

NASA-3
676

212

NASA-4
583

282

NASA-5
647

266
APEX-2
T2
739

265

T3
738

233

T4
518

233
APEX-3
T1
204

99

T2
647

501

T3
179

101

T4
172

138

T5
461

282

T6
802

440

T7
947

486

T8
563

448

T9
710

362

T10
301

126

T11
752

353
83

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84

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8.
Particulate Matter Mass Emissions
The PM-2.5 mass emissions were investigated by converting the PM number concentration data
measured by the Nano-SMPS and EEPS into the PM mass concentrations assuming unit density and
spherical morphology using Equations 5.18 and 5.19 The PM number concentration data measured by
the ELPI were not used for this mass emission conversion because the ELPI measurements did not
represent the entire particle size distribution and, without correct particle size distribution information, the
mass concentrations could not be appropriately converted from the particle number concentration. Also
note that the Nano-SMPS or EEPS were only operated in the plume sampling system of the DEAL.
Therefore, for the Nano-SMPS, the ambient background was determined before and after each test and
averaged to correct the data. The EEPS data were not background corrected since the background had
been determined to have a negligible effect on the experimental results.
From the PM-2.5 mass concentration, the mass emission index was calculated using the C02
concentration and carbon in the fuel according to Equation 5.12. The particle mass emission rate was
then calculated by multiplying the mass emission index with the corresponding fuel flow rate using
Equation 5.13. Thus, from the particle number concentrations corrected and uncorrected for line loss, the
mass emission results before and after line loss corrections were calculated. The mass emission indices
and emission rates obtained from the Nano-SMPS and EEPS are shown in Tables D-1 and D-2,
respectively, in Appendix D. In this section, the Nano-SMPS was used as the primary instrument to
determine EIM-
The TEOM and QCM were also used in this study to directly monitor the PM mass emissions from the
various jet engines. The TEOM was installed in both the plume and background sampling systems to
allow for background correction in the calculation of the PM mass emission indices from measurements.
The QCM was only employed in the plume monitoring, and therefore its results are not background-
corrected. The TEOM measurements were conducted for all three APEX campaigns. The QCM was only
employed in the APEX-2 and APEX-3 campaigns. Due to the experimental difficulty of this study, the
readings recorded by the TEOM and QCM were extremely unstable in some of the tests. Negative
readings of PM mass concentration were recorded under some of the power conditions, and these tests
showed very poor correlations between the measured PM mass concentrations and engine power (fuel
flow rate). In the APEX-1 campaign, the TEOM measurements failed in all of the tests except NASA-2. In
the APEX-3 campaign, TEOM measurements failed for tests T2, T3, T4, T8, and T9, and QCM
measurements failed for tests T2, T4, T5, T8, and T9. Therefore, these data are not reported here.
The data recorded by the TEOM and QCM were the mass concentrations for all sizes of particles. Since
particle losses are particle size dependent, the correction of line particle losses for the data collected by
these two instruments becomes difficult. To correct particle losses from the TEOM and QCM
measurements, a particle loss correction coefficient was used. The particle loss coefficient is a ratio of the
85

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test-averaged particle mass concentration after line loss correction to the test-averaged concentration
before line loss correction calculated from the Nano-SMPS measurements. The loss correction coefficient
derived from Nano-SMPS data is assumed to apply equally well to TEOM and QCM data. Table 8-1
presents the particle loss correction coefficient for each test in this study.
Table 8-1. Particle Loss Correction Coefficient Determined from Nano-SMPS Measurements for
Each Test


Nano-SMPS Mass Concentration (mg/m3)

APEX
Test
Before Loss
Correction
After Loss
Correction
Loss Correction Coefficient

EPA-1
0.00620
0.00858
1.38

EPA-2
0.0102
0.0142
1.40

EPA-3
0.0103
0.0144
1.40

NASA-1
0.0098
0.0132
1.35
1
NASA-1 a
0.0178
0.0240
1.35

NASA-2
0.0135
0.0187
1.38

NASA-3
0.0247
0.0355
1.44

NASA-4
0.00918
0.0120
1.31

NASA-5
0.0169
0.0226
1.34

T1
0.00923
0.0104
1.12
2
T2
0.00877
0.00982
1.12
T3
0.0154
0.0172
1.11

T4
0.00851
0.00962
1.13

T1
0.0251
0.0278
1.11

T2
0.0908
0.0997
1.10

T3
0.00496
0.00553
1.11

T4
0.00434
0.00481
1.11

T5
0.0822
0.0901
1.10
3
T6
0.0389
0.0429
1.10

T7
0.0522
0.0576
1.10

T8
0.0406
0.0461
1.13

T9
0.0407
0.0446
1.10

T10
0.00692
0.00774
1.12

T11
0.0592
0.0647
1.09
The ratio for each test in the table is an average over the entire test and is assumed to be constant
regardless of the variation of the engine power load. Therefore, the line loss correction for an uncorrected
mass emission index measured for a certain power level of a jet engine was made by multiplying the
mass emission index with a corresponding loss correction coefficient. The TEOM and QCM results before
86

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and after sampling line particle loss correction, including the emission indices and emission rates under
various power levels for different jet engines, are summarized in Tables D-3 and D-4, respectively, in
Appendix D.
Finally, the mass emission indices for different jet engines were determined on a test-average basis from
the Teflon filter sampling. The gravimetric analysis of Teflon filters for the APEX-2 campaign failed, and
results are not reported for that campaign. The PM mass emission index obtained from a filter sample
was an average value over various engine power settings for an entire test. These test-average mass
emission results will also be discussed in this section.
The discussion of particle mass emissions will be based primarily on the measurement results made with
the sampling probe located 30 m downstream of the tested engines. The effect of the probe position on
the PM emissions will be discussed in Section 10.
8.1 Effect of Fuel Flow Rate and Engine Thrust
The mass emission index is expected to be correlated to the rated engine thrust as a function of fuel flow
rate. Figure 8-1 shows the typical relationships between the particle mass emission index and the fuel
flow rate obtained by the Nano-SMPS for the CFM56-2C1 engine powered with different jet fuels: base
fuel (top left), high sulfur fuel (top right), and high aromatic fuel (bottom left). The data used in the graphs
were obtained from the NASA-1a, NASA-2 and NASA-5 tests of the APEX-1 campaign, respectively.
Figure 8-1 shows that the particle mass emission indices (EIM) under these test conditions ranged from
~20 to 160 mg/kg. Unlike the particle number emission index, the value of EIM decreased when the fuel
flow rate increased from around 300 kg/h. At 1000-2000 kg/h, the EIM reached the minimum and then
increased with the fuel flow rate. Similar trends of the EIM with fuel flow rate for the CFM56-2C1 engine
were also reported by other participants of the APEX-1 campaign (Anderson et al., 2006). Wey et al.
(2006) reported that their line-loss-corrected mass-based emission indices derived from SMPS-type
measurements for the APEX-1 campaign were typically 10 to 30 mg/kg in the low power ranges (less
than 65%) and more than 200 mg/kg at climb and takeoff thrust. The EIM value first decreased as the
power load increased from idle, and the value reached the lowest at the middle range of rated thrust, after
which EIm increased with the power load. Lobo et al. (2006) reported from their APEX-1 measurements
that the EIM values ranged from 1 to 370 mg/kg fuel, values which are close to what was obtained by EPA
during the same tests.
The PM particle mass emission indices for the CFM56-3B1 (T2 of APEX-2) and CFM56-7B24 (T4 of
APEX-2) jet engines as derived from the Nano-SMPS are presented as a function of fuel flow rate in
Figure 8-2. The figure shows a similar trend in the EIM of varying with the fuel flow rate for both engines.
In general, the value of EIM always showed the minimum at mid-range fuel flow rates of 1000-1500 kg/h,
corresponding to the operation of engines near approach power (30%).
87

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160
CFM56-2C1 (APEX-1 NASA 1a)
Base Fuel

500 1000 1500 2000 2500
Fuel Flow Rate (kg/h)
3000
3500

CFM56-2C1 (APEX-1 NASA 3)
i
High-Sulfur Fuel




<
u f « .
~ i



500	1000	1500	2000
Fuel Flow Rate (kg/h)
2500
3000

CFM56-2C1 (APEX-1 NASA5)
High-Aromatic Fuel


i
'
<


0	~
1	~
4 ~

~ ~~ ~
0	500 1000 1500 2000 2500 3000 3500
Fuel Flow Rate (kg/h)
Figure 8-1. PM-2.5 emission index as a function of fuel flow rate by Nano-SMPS for the
CFM56-2C1 engine. Data shown are corrected for sampling line particle losses.
88

-------
~ CFM56-3B (APEX-2 T2)
i
T
-f-
—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—
500
1000	1500
Fuel Flow Rate (kg/h)
2000
2500
¦ CFM56-7B (APEX-2 T4)
t
5	<¦
—I	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1"
500	1000	1500	2000
Fuel Flow Rate (kg/h)
2500
3000
Figure 8-2. PM-2.5 mass emission index as a function of fuel flow as determined by the Nano-
SMPS for: (a) APEX-2 T2; and (b) APEX-2 T4. Data corrected for sampling line loss.
89

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Figure 8-3 shows the particle mass emission indices as a function of fuel flow rate for the CJ610-8ATJ
turbojet engine. The data were derived from the Nano-SMPS measurements from the 30-m probe in test
T5 of the APEX-3 campaign. Like the results of particle number emissions discussed in Section 9.1 for
this engine, the variation of the particle mass index with the fuel flow rate did not show the same pattern
as that for the turbofan engines in this study. Figure 8-3 shows that, unlike the characteristic U-shaped
curve, the EIM value monotonically increases with fuel flow rate.
700
600
O
a 500
O)
D>
£ 400
X
o
¦O
S 300
c
0
'




<

*
Test T10 from APEX-3 is the only test that conducted sampling at 30-m for the AE3007 series jet engine.
Figure 8-4 presents the emission indices obtained from this 30-m sampling by the Nano-SMPS. The
values of EIM derived from the measurements of the Nano-SMPS show a trend of the EIM with the engine
load such that the value of EIM reached the minimum at fuel flow rates around 300 kg/h where the engine
was operated in approach mode.
The Nano-SMPS measurements during APEX-3 tests T6 and T7 for the P&W 4158 jet engine are
presented in Figure 8-5. A trend similar to the CFM56 is shown with the values of EIM decreasing with an
increase in engine load and reaching the minimum at fuel flow rates around 1000 to 2000 kg/h, after
which the EIM increased with the fuel flow rate.
The results for the RB211-535E4-B jet engine obtained from tests T8 and T9 from APEX-3 are shown in
Figure 8-6 as derived from the Nano-SMPS measurements. There were no valid data available from the
TEOM and QCM for this engine. The figure shows that the EIM of the RB211 varied with the fuel flow rate
in a trend similar to that observed for the P&W 4158 engine below ~5000 kg/h. However, as the fuel flow
rate increased above ~4,600 kg/h, the E/Mforthe RB211 started to decrease rather than to continuously
increase as was seen for the P&W 4158 and the other turbofan engines tested. Note that the RB211 is an
internally mixed-flow engine, unlike the P&W4158 and CFM56.
90

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160
a) 140
D
# 120
(A
0)
O 100
+-»
s
B 80
x
0)
73
c
c
o
(A
<0
'E
LU
60
2 40
20

AE3007A1/1 (APEX-3 T10)






<
~
<
i 4 % '

* * *
1
i i i —i	1	1	1	1	1	1	1	1	1	
500	1000
Fuel Flow Rate (kg/h)
1500
Figure 8-4. PM-2.5 mass emission index as a function of fuel flow rate as determined by the
Nano-SMPS for the AE3007A1/1 jet engine in APEX-3 T10. Data shown are corrected
for sampling line particle losses.
250


P&W4158
~ APEX-3 T6
B APEX-3 T7
—
i
!
.
>

<
>
1

<
~
¦
I

i
i
~
1
~
~

~

1000 2000 3000 4000 5000
FuelFlowRate (kg/h)
6000
7000
8000
Figure 8-5. PM-2.5 mass emission index as a function of fuel flow rate as determined by the
Nano-SMPS for P&W 4158 jet engine in APEX-3 T6 and T7. Data shown are corrected
for sampling line particle losses.
91

-------
600
500
"3
a
°> 400
O)
E,

-------
Table 8-2. Effect of Engine Power on Average Emission Index for Different Engines



Emission Index
Engine
APEX-3
Test
Engine Cycle
Average
SDa



(mg/kg)
(mg/kg)


Idle (7%)
146
21.3
CFM56-3B1
T11
Takeoff (100%)
Climb (85%)
256
215
10.0
8.21


Approach (30%)
110
8.25


Idle (7%)
6.28
1.128
CJ610-8ATJ
T5
Takeoff (100%)
Climb (85%)
540
441
47.5
37.3


Approach (30%)
166
65.8


Idle (8.4%)
64.4
55.4
AE3007A1/1
T10
Takeoff (100%)
Climb (85%)
57.3
53.9
2.89
3.53


Approach (30%)
30.2
3.63


Idle (7%)
31.6
3.87
RB211-
T9
Takeoff (100%)
67.1
2.18
535E4-B
Climb (85%)
101
3.22


Approach (30%)
60.7
4.34
a SD = standard deviation.
300
250
a3
O) 200
O)
E,
a 150
~G
C
C
o
n 100
E
LU
50
0
Figure 8-7. Effect of engine operating mode on PM-2.5 mass emissions for a CFM56-3B1 engine.
Based on Nano-SMPS loss corrected data.

—Fn


1

_









_

Idle (7%)	Takeoff (100%) Climb (85%) Approach (30%)
93

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For the CJ610-8ATJ turbojet engine, shown in Figure 8-8, the emission index was the highest at takeoff,
similar to the CFM56-3B engine. The climb mode ranked the second, with the lowest value of EIM at idle.
The mass emission indices for the internally mixed flow AE3007A1/1 engine tested in APEX-3 are shown
in Figure 8-9. Unlike the other three engines, the AE3007A1/1 engine had the highest EIM value at idle.
The EIm at takeoff ranked second and was the lowest under the approach mode.
700 1	1
600 :	
= 500 		
4—
U)
" 	
£ 400 :					
x
a)
¦o
= 300 				
c
0
01
I 200 			
LLI	!		
100 ;						—
0 1	¦		1			1			1			1
Idle (7%) Takeoff (100%) Climb (85%) Approach (30%)
Figure 8-8. Effect of engine operating mode on particle mass emissions for a CJ610-8ATJ
turbojet engine. Based on Nano-SMPS loss-corrected data.















—i—

	1—





	|—






Idle (8.4%) Takeoff (100%) Climb(85%) Approach (30%)
Figure 8-9. Effect of engine operating mode on particle mass emissions for an AE3007A1/1
engine. Based on Nano-SMPS loss-corrected data.
94

-------
The PM mass emission index derived from the Nano-SMPS measurements for the RB211-535E4-B
engine are presented in Figure 8-10. The emission index was the highest when the engine was operating
at climb-out power, unlike the other three engines. This observation was also verified by the EEPS
measurement results available for this test. In the order of their magnitude, climb > takeoff > approach >
idle.
120
100
ai
ra 80
o>
£
X
a> 60
¦a
_c
c
o
2 40
E
LU
20
0
Figure 8-10. Effect of engine operating mode on particle mass emissions for a RB211-535E4-B
engine. Based on Nano-SMPS loss corrected data.

—T—


I


—1—

T






r+n








Idle (7%)	Takeoff (100%) Climb(85%) Approach (30%)
8.2 Effect of Fuel Composition
The effects of fuel composition on PM particle mass emission index were investigated based on the
results obtained in the APEX-1 campaign. The average emission indices at individual power levels
derived from the Nano-SMPS measurements are summarized in Table 8-3. The data were collected from
three tests with different fuels: EPA-2 and NASA-1a using the base fuel, NASA-3 using the high-sulfur
fuel, and NASA-4 using the high-aromatic fuel.
Figure 8-11(a) compares the mass emission indices as a function of fuel flow rate between these different
types of fuels. This figure shows that high-sulfur fuel emits more mass of particles per kg of fuel at all the
tested power conditions. Like the particle number emissions, the high particle mass emissions from the
high-sulfur fuel are believed attributable to the formation of additional sulfate particles. Although the base
fuel showed slightly lower particle number emissions in comparison to the high-aromatic fuel, as will be
discussed in Section 9, Figure 8-11(a) shows no obvious difference between these two fuels in terms of
the particle mass emission index.
To further illustrate the effect of fuel sulfur on the particle mass emissions, the particle mass emission
indices obtained by the Nano-SMPS were plotted against the sulfur content in the fuel for idle and
approach power as shown in Figure 8-11 (b). The CFM56 jet engine results were used, including the data
obtained from the -2C, -3B, and -7B models tested in the three APEX campaigns. The mass emission
95

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indices for the same level of engine rated thrust and the same sulfur content were averaged and
presented in this figure. Although the Nano-SMPS data were only adequate for 7 and 30 percent power
levels, all of the data show linear relationships between the mass emission index and the sulfur content in
fuel. The particle mass emission index increased with the sulfur content. The linear equations and
corresponding correlation coefficients are also shown in the figure.
Table 8-3. Comparison of Emission Indices by Different Type of Fuels (Based on Nano-SMPS
particle loss-corrected results)
Fuel Type
Power
(%)
Fuel
Flow
(kg/h)
Loss Corrected
Emission Index
(mg/kg Fuel)

Average
SD*

4
336
108
24.6

7
425
45.0
12.8

30
1023
22.6
2.69
Base Fuel
60
1922
26.6
2.47

65
2088
32.2
1.21

70
2252
36.9
1.11

85
2904
70.2
3.39

4
356
115
12.7

7
403
108
8.33

15
538
96.1
8.21
High-Sulfur
30
986
100
7.98
40
1246
93.4
3.54

60
1846
64.7
2.49

65
2054
68.4
3.08

85
2774
85.7
3.06

4
344
53.0
16.7

5.5
381
33.1
15.5

7
401
33.3
5.60
High-Aromatic
30
962
23.6
0.941
40
1218
21.7
1.11

60
1850
19.9
0.402

65
2019
23.6
1.37

85
2700
59.4
2.66
*SD = Standard Deviation
96

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(a)

~ Base Fuel (APEX-1 NASA 1a)
¦ High Sulfur Fuel (APEX-1 NASA 3)
i High Aromatic Fuel (APEX-1 NASA 4)







h k
<

i
- T
¦ * *
¥ ^
J

]* m m
500 1000 1500 2000 2500
Fuel Flow Rate (kg/h)
3000
3500
140
~ 7% Rated Thrust
¦ 30% Rated Thrust
120
y= 0.0434X +21.344
R2 =0.8818
80
60
y = 0.0441X +7.9311
R2 = 0.9402
40
20
0
0
200
400
600
800
1000
1200
1400
1600
1800
Sulfur Content in Fuel (ppm)
Figure 8-11. Effects of fuel type on: (a) mass emission index (CFM56-2C1) and (b) mass El as a
function of fuel sulfur (all CFM56 derivatives). Based on Nano-SMPS loss-corrected
results.
97

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The effect of jet fuel sulfur content on particle mass emissions as discussed in this report is also
consistent with the findings presented in the NASA APEX-1 report. Wey et al. (2006) reported that the
high-sulfur fuel generated both more number and mass of particles in comparison to the other two types
of fuel tested. A discussion of fuel sulfur conversion efficiency is provided in Section 13.1.
8.3 Effect of Engine Type
In Section 8.1, the effects of engine power on PM emission index were shown to depend on the type of
engine studied. Different types of engines can have different relationships of EIM with power. For
example, in the order of the particle number emission indices (see Section 9.1) for the CFM56-3B engine,
approach is greater than idle which is greater than climb which, in turn, is greater than takeoff. This order
is exactly the opposite of that obtained for the mass emission indices, indicating that the emitted particle
sizes were different under the different engine operating modes.
The effect of engine type on the particle mass emissions was investigated using the results derived from
the Nano-SMPS measurements. The average mass emission indices obtained from the different types of
engine tested are compared in Figure 8-12. The figure consist of plots representing the four ICAO LTO
engine thrust modes of idle, take-off, climb and approach. All of the data were obtained with the base fuel
or fleet fuel and were measured at the 30-m sampling location. In Figure 8-12, the emission indices of
different engines are presented as bars with the average EIM value of each engine is written at the bottom
of each bar.
The data for tests EPA-1 and NASA-1 from APEX-1 and test T1 from APEX-3 were not used due to the
consideration of possible background interference as discussed previously. The data were averages from
the different tests of the same engines under each of the four engine operating modes during all three
test campaigns. As indicated earlier, the lowest rated thrust for the AE3007A1E engine was 8.4 percent,
which was used for the idle condition for comparison with the other engines at 7 percent rated thrust. For
the P&W 4158 engine, the data available at 80 percent thrust were averaged and compared with the
other engines under climb condition at 85 percent thrust. There were no data available at engine take-off
(100% thrust) for the CFM56-2C, CFM56-7B and P&W 4158 engines.
Because the fuel flow rate is related to both the engine rating and operating power, the fuel flow rates
measured at the same power setting for the same engines were averaged and are also included in Figure
8-12 as the second y-axis. The fuel flow rate data in the figure (pink points with values above them)
indicate that the P&W 4158 and the Rolls-Royce RB211-535E4-B were two of the largest engines in this
study. The CJ610-8ATJ turbojet and AE3007A1/1 engines were the smallest, and the CFM56 derivatives
were mid-sized in terms of thrust and fuel flow rate (also see Table 2-1 for engine specifications). Note
that the average fuel flow rates shown in Figure 8-12 for each thrust setting were obtained only from
those test periods that also had valid Nano-SMPS measurements. Therefore, some of the fuel flow values
shown in the figure may not match those presented previously in Table 7-2.
A number of observations can be made from Figure 8-12. First, the smallest engine tested (CJ610-8ATJ
turbojet) had the lowest EIM under 7 percent idle power, whereas the largest engine evaluated (P&W
4158) exhibited the highest. The CJ610-8ATJ turbojet also displayed the largest EIM for 100 percent take-
off, 85 percent climb-out, and 30 percent approach, which is probably a function of its older combustor
design. In addition, relatively good agreement in EIM was shown for the three CFM56 variants tested, with
the exception of climb-out. In this case, the EIM varied over an order of magnitude for the three CFM56
models tested.
98

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250
200
150
100
Idle (7%)
E
LU
~ Emission Index
• Fuel Flow Rate
425
50 "
421
695
800
700
600
- 500
- 400
" 300
200
- 100
700
600 --
Take-Off (100%)
~ Emission Index
• Fuel Flow Rate
500 --
400 --
300 --
200
100 --
1226
6966
8000
7000
6000
5000 =>
&
4000 |
o
3000 S>
2000
1000
500
450
400
"ai
5 350
at
"3) 300
E.
5 250
"O
c
I 200
to
to
E 150
LU
100
50
0
Climb (85%)
~ Emission Index
o Fuel Flow Rate
2904
4131
19 77~l
1009
43$. 76
976
-9-
8000 250
7000
6271
6000
5000
4000
3000
2000
1000
0
200 -
150
100 -
50 "
Approach (30%)
~ Emission Index
O Fuel Flow Rate
1101
452
T


33l 24

27
76
2500
2000

1500
ai
8.
5
o
1000 It
3
500
CFM56-2C CFM56-7B CFM56-3B CJ610-8ATJ AE3007A1/1 P&W4158
CFM56-2C CFM56-7B CFM56-3B CJ610-8ATJ AE3007A1/1 P&W4158
Figure 8-12. Effect of engine type on the PM-2.5 mass emission index for ICAO LTO power conditions. Based on the line loss corrected
Nano-SMPS results.

-------
8.4 Effect of Cold and Warm Engine Conditions
The particle mass emission results obtained by Nano-SMPS were used to investigate the effect of engine
operating temperature on the mass emission index. Recall that "cold" refers to going stepwise up in
power, whereas "hot" is the opposite. In Figure 8-13, the particle mass emission indices obtained under
the cold condition were plotted against the emission indices obtained under the warm operating condition
measured by the Nano-SMPS for the same engine. The diagonal line in the figure represents where the
emission indices under cold and warm conditions would be identical.
The data obtained under the warm engine condition were linearly correlated with the data obtained for the
cold condition. The correlation line had a slope of 0.92 with a correlation coefficient of 0.94. A slope less
than one indicates that the engine had the higher efficiency and produced ~8 percent less PM mass at
the warm condition than at the cold condition. Engine performance is expected to improve as it gets
warmer. This trend is consistent with Lobo et al. (2007), and was also observed in terms of particle
number, which will be discussed in Section 9.
350
300
a
250
o>
O)
E
y = 0.92x
R2 = 0.9388
200
c
o
c
o
o
E
150
I
5 100
¦a
c
D
LU
0
50
100
150
200
250
300
350
El under Cold Condition (mg/kg fuel)
Figure 8-13. Effect of cold and warm engine temperature on PM mass emission index.
8.5 Comparison of Particle Mass Emission Indices Obtained from Different
Instruments
Since the ELPI could not produce appropriate particle size distributions for this jet engine study as
discussed previously, the particle number emission data collected cannot be used to calculate the mass
emission indices. The instruments that provided continuous mass emissions data were the Nano-SMPS,
EEPS, TEOM and QCM. The EEPS was only used in the APEX-2 and APEX-3 campaigns.
100

-------
Figure 8-14 is the comparison between the measurement results by the Nano-SMPS and EEPS. Mass
emission indices derived from the particle number concentrations collected by the two instruments
correlate very well for tests T2, T3, T10, and T11 from APEX-3, with a correlation coefficient (r2) greater
than 0.93. The linear correlation between the Nano-SMPS and EEPS results was even better for tests T4
and T5 from APEX-3 (r2 = 0.97). However, the slope from the T4 and T5 tests was different from the slope
for the other APEX-3 tests. A linear correlation between the mass emissions results of the two
instruments for the four tests of APEX-2 was also observed, but with a relatively weak correlation
coefficient (r2 = 0.74). Figure 8-14 indicates that the EEPS had systematically higher measurement
results than the Nano-SMPS in tests T1 to T4 from APEX-2 and tests T4 and T5 of APEX-3, but had
lower measurements in T2, T3, T10, and T11 from APEX-3. The EEPS mass emission results for tests
T6, T7, T8, and T9 during APEX-3 did not show linear correlations with the Nano-SMPS results, although
their number emission results did.
2500
~ APEX-3 T2-T3 and T10-T11
¦ APEX-3 T4-T5
• APEX-2 T1-T4
y = 2.9906X +186.24
R2 = 0.9679
<= 2000
O)
O)
a. 1500
1000
500
y = 3.8555X +26.077
R2 = 0.7365
y = 0.6365X +6.9964
R2 = 0.9307
0
100
200
300
400
500
600
700
Emission Index by NanoSMPS (mg/kg fuel)
Figure 8-14. Comparison of the mass emissions indices between the Nano-SMPS and EEPS for
different tests.
The TEOM and QCM were used in the study to directly monitor the particle mass emissions. However,
their data were unstable and were useful only for some of the tests. The linear correlations between the
Nano-SMPS and the TEOM measurements of successful tests are presented in Figure 8-15. Figure 8-16
shows the results from the Nano-SMPS with the successful QCM measurements. The lower correlation
coefficients shown in these two figures indicate that the mass emissions data collected by TEOM and
QCM were relatively scattered as compared to the number emissions data collected by the EEPS and
ELPI (see Section 9). The higher slopes of the correlation lines in the figures mean that the
measurements by TEOM and QCM were systematically higher than that obtained by Nano-SMPS in most
of the cases in this study.
101

-------
1800
~	APEX-3 T1,T6,T7,T10&T11
¦ APEX-3T5
APEX-2 T1-T4
•	APEX-1 NASA2
— 1600
o> 1400
O)
¦E 1200
y = 10.843X -84.615
R2 = 0.6777
y = 1.5691X +58.245
R2 = 0.6612
800
y = 2.4676X + 146.05
R2 = 0.6241
600
y = 0.4114X +365.14
R2 = 0.835
400
~~
200
~ ~
0
0
100
200
300
400
500
600
700
Emission Index by Nano SM PS (mg/kg fuel)
Figure 8-15. Comparison of the mass emissions indices between the Nano-SMPS and TEOM for
different tests in APEX-2 and -3.
102

-------
700
~	APEX-2, T1
¦ APEX-2, T4
*	APEX-2, T2
o APEX-2, T3
600
y= 14.227X -120.74
R2 = 0.759
O)
o) 500
o 400
y= 13.646x-167.52
R2 = 0.846
O 300
y = 12.05x -25.836
R2 = 0.7727
.2 200
y = 11.569X -169.72
R2 = 0.821
100
0
10
20
30
40
50
60
Emission Index by NanoSMPS (mg/kg fuel)
1600
— 1400
~ APEX-3, T1, T11, T3, T6, T7
¦ APEX-3, T10
I" 1200
O)
y = 3.9328X - 54.686
R2 = 0.8173
1000
800
y = 3.3389X + 220.44
R2 = 0.4504
600
400
200
0
0
50
100
150
200
250
300
350
Emission Index by NanoSMPS (mg/kg fuel)
Figure 8-16. Comparison of the mass emissions indices between the Nano-SMPS and QCM for:
(a) APEX-2 tests and (b) APEX-3 tests.
103

-------
Table 8-4 summarizes how well the different instruments performed during all APEX tests. The M in the
table indicates acceptable measurements where the correlation coefficients between the measurements
of the EEPS, TEOM and QCM instruments and the measurements obtained from the Nano-SMPS were
above 0.5. The (") sign represents tests during which the particular instrument failed to track with engine
power and the correlation coefficient was less than 0.3.
Table 8-4. Comparison of Instruments Used for Mass Emissions Measurements
Campaign


Instrument13
APEX
Test No.
Airframe
Engine
Nano
SMPS
EEPS
TEOM
QCM

EPA-1a


M
NA
"
NA

EPA-2


M
NA
"
NA

NASA-13


M
NA
"
NA

NASA-1 a


M
NA
"
NA
1
EPA-3
DC-8
CFM56-2C1
M
NA
"
NA

NASA-2


M
NA
M
NA

NASA-3


M
NA
"
NA

NASA-4


M
NA
"
NA

NASA-5


M
NA
"
NA

T1
B737-700
CFM56-7B24
M
M
M
M
2
T4
M
M
M
M
T2
B737-300
CFM56-3B1
M
M
M
M

T3
CFM56-3B2
M
M
M
M

T1a
B737-300
CFM56-3B1
M
M
M
M

T11
M
M
M
M

T2
NASA Lear
CJ610-8ATJ
M
M
"
"

T5
Model 25
turbojet
M
M
M
"

T3

AE3007A1E
M
M
"
M
3
T4
Embraer
ERJ145
M
M
"
"

T10

AE3007A1/1
M
M
M
M

T6
A300
P&W4158
M
"
M
M

T7
M
"
M
M

T8
B757
RB211-535E4-B
M
"
"
"

T9
M
"
"
"
a. Test with high cross wind in the background.
b. M = instrument measurements were acceptable.
NA = not applicable.
" = instrument's measurements were not linearly correlated with the Nano-SMPS.
104

-------
8.6 Teflon Filter Integrated Sampling Results
In this study, the Teflon filters were used to collect the PM-2.5 samples in both the plume and background
sampling systems. However, the gravimetric analysis of the Teflon filters obtained from the APEX-2
integrated sampling failed, and their results are not reported here. In APEX-1, integrated sampling was
conducted for tests EPA-1, EPA-2, EPA-3, NASA-2&3, and NASA-4&5. The test called "NASA-2&3"
represents the integrated sampling in which the same Teflon filters were used to collect samples during
tests NASA-2 and NASA-3. The same qualification applies to NASA-4&5. For APEX-3, the tests
conducting Teflon filter sampling included T3&4, T6&7, T9, and T11. All the Teflon filter data were
background and line-loss corrected. The line-loss correction was done by using the loss correction
coefficients obtained from the Nano-SMPS measurements as discussed previously.
The PM mass emission index derived from the Teflon filter integrated sampling is an average value over
the entire test including start-up, shut down and transitions. The percentage of volatile matter in the PM
collected by a Teflon filter for each test was estimated by dividing the PM mass concentration from the
filter after the thermal denuder by that from the plume filter. The mass emission indices thus obtained by
the Teflon filters for various tests, together with the test-average EIM values derived from the
measurements of other instruments, are summarized in Table 8-5.
The table shows that almost the same PM mass emission indices were obtained from tests EPA-3 and
NASA-2&3 with the same high sulfur fuel, although their engine operation was different. The time-
weighted thrust level and fuel flow rate were 20.4 percent and 797 kg/h for EPA-3 and 38.5 percent and
1278 kg/h for NASA-2&3, respectively. By averaging the results with the same fuels, the PM mass
emissions and volatile contents for different fuels for the APEX-1 campaign were compared and are
shown in Figure 8-17. The figure shows that the high sulfur fuel had the highest PM mass emission index
and volatile fraction (79.3%) among the three types of fuels. This observation is generally consistent with
the results obtained from the Nano-SMPS data. The volatile content in the PM emissions from the use of
the base fuel and high-aromatic fuel ranged from ~62 to 66 percent.
The test-average mass emission index obtained by filter sampling for the CFM56-2C engine fueled with
base fuel is compared to the indices for the other engines in Figure 8-18. The figure shows that the large,
internally mixed flow RB211-535E4-B engine produced the most mass of particles per kg of fuel and the
smallest volatile fraction, while the smallest engine, the AE3007A1/1 (also internally mixed) had the
lowest mass emission index. The PM emitted from all engines contained 40-80 percent volatile matter.
The CFM56 engines appeared to emit more volatile matter (62-80%) compared to the others shown.
Figure 8-19 compares the test-average emission indices derived from Teflon filter integrated sampling
with the results derived from the Nano-SMPS measurements. The figure shows that the test average El
values were much higher from the Teflon filter sampling than from the Nano-SMPS measurements. The
figure also shows that there was no linear correlation of results between two measurements. This lack of
correlation is probably at least partially due to a slow instrument response time, which caused gaps in
collecting sufficient data points for high thrust runs and transition from one thrust level to another in very
short periods of time. Regardless of the cause, the large difference in EIM obtained by the Teflon filter
sampling compared to traditional SMPS measurements certainly warrants further investigation.
105

-------
Table 8-5. Test-Average PM Mass Emission Indices Derived from Measurements of Various
Instruments






Emission Index (mg/kg fuel)
APEX
Test
Run
Time
Aircraft
Engine
Fuel
Teflon Filter
Nano-
SMPS



(min)
Total
%of
Volatile
EEPS
TEOM
QCM

EPA-1
188.53



*
*
*
*
*
*

EPA-2
150.7


Base
305
62.0
35.2
nc
CC
nc

NASA-1
197.03


*
*
*
*
*
*

NASA-1a
112.3



nc
-
54.8
nc
cc
nc
1
EPA-3
149.58
DC-8
CFM56-2C1

447
69.3
42.0
nc
cc
nc

NASA-2
116.98


Hi-
Sulfur
443
79.3
57.0
nc
cc
nc

NASA-3
143.65



90.8
nc
cc
nc

NASA-4
154.67


Hi-
219
65.5
31.2
nc
cc
nc

NASA-5
155.5


Aromatic
59.4
nc
cc
nc

T1
123.8
B737-700
CFM56-7B24

gv
-
34.4
132
262
89.9
2
T4
142.6

gv
-
31.7
131
244
117
T2
135.8
B737-300
CFM56-3B1

gv
-
22.9
113
215
207

T3
150.5
CFM56-3B2

gv
-
39.6
167
272
326

T1
115.6
B737-300
CFM56-3B1

*
*
*
*
*
*

T11
63.7

267
79.4
148
125
248
576

T2
171.4
NASA Lear
CJ610-8ATJ

nc
-
266
153
cc
cc

T5
146.1
Model 25
turbojet
Fleet
nc
-
337
1221
532
cc

T3
131.48

AE3007A1E

116
61.8
53.6
83.5
cc
172
3
T4
112.43
Embraer
EMB145

48.3
278
cc
cc

no
96.75

AE3007A1/1

nc
-
44.5
38.2
129
350

T6
147.58
A300
P&W4158

268
53.6
92.3
cc
178
cc

T7
76.93

105
cc
243
cc

T8
103.5
B757
RB211-

384
40.9
142
cc
cc
cc

T9
122.43
535E4-B

109
cc
cc
cc
*	High background interference (crosswinds) during the test,
nc	Not collected.
gv Gravimetric analysis of Teflon filters failed,
cc	Poor correlation coefficient.
106

-------
~	Volatile PM
~	Non-Volatile PM
443
305
62.0%
79.3%
219
65.5%
Base Fuel
Hi-Sulfur
Hi-Aromatic
Figure 8-17. Effects of fuel type on test-average PM mass emission index from the Teflon filter for
APEX-1 tests. Note that the percent volatile fraction is also shown in the figure.
450
~ 400 -
 350 :
O)
£ 300 ;
X

-------
500
450
o> 350
E.
| 300
o 250
'<7>
,
-------
9.
PM Number Emissions
The PSD measurements made by the Nano-SMPS, EEPS and ELPI provided the particle number
concentrations under various test conditions. The PM number emissions in this study were quantified by
emission index (E/w), which was expressed by the number of particles emitted from burning one kg of
fuel. Although the ELPI was not useful in this study for the PSD determination due to the relatively large
cut-off size of its lowest channel (see Section 10), the use of a filter stage enabled the instrument to
measure the total particle number concentration for the jet engine PM emissions. Therefore, the PM
number emissions data obtained from all three instruments are discussed in this section.
The ELPI was installed in both the plume and background sampling systems to allow for background
correction in the calculation of PM number emission indices. However, the Nano-SMPS and EEPS were
only used in the plume sampling system. Therefore, the PM number emission indices obtained from the
Nano-SMPS were corrected for background using data collected before/after each test. A similar
correction was not applied to the EEPS, however, since background had little effect on the EIN values
obtained.
The PM particle number emission indices and their SDs under various test conditions, both before and
after sampling line particle-loss correction, are summarized in Table E-1 for the Nano-SMPS, in Table E-2
for the EEPS, and in Table E-3 for the ELPI as found in Appendix E. Note that the EEPS was not
available during the APEX-1 campaign. In addition, the ELPI data were not available for some APEX-1
tests (NASA-1 and NASA-5) and APEX-3 tests (T2, T5, T8 and T10) due to sample recovery. Thus, these
results are not reported in the tables. Because of the effects of the crosswind on the emission
measurements during tests EPA-1 and NASA-1 from APEX-1, and test T1 from APEX-3 (as indicated in
Table 7-1), the emission results from these tests were not used in the particle emission analysis and are
not presented in the tables. Note also that the ELPI is subject to small particle artifacts, thus further
limiting its usefulness.
It was difficult to run the jet engines under high power settings (e.g., 100% takeoff) for long periods of
time. Therefore, few data points are available from the Nano-SMPS measurements at high power settings
due to the slow instrument response.
In this section, the effects of the fuel flow rate, fuel type, engine type, engine cycle, engine temperature,
and sampling probe location were studied based on the particle number emissions results corrected for
sampling line particle losses, except where noted. The discussion in the following subsections will
primarily be based on the results obtained from the measurements made by the 30-m probe with the
Nano-SMPS.
109

-------
9.1 Effect of Fuel Flow Rate
The particle number emission indices from the jet engines were found to strongly correlate to the fuel flow
rate, which in turn is a function of rated engine thrust. Figure 9-1 shows the typical relationship between
the particle number emission index and the fuel flow rate observed by the Nano-SMPS for the CFM56-
2C1 engine burning three different jet fuels: base, high sulfur and high aromatic. The data used for these
three fuels were obtained from the NASA-1a, NASA-2 and NASA-5 tests from the APEX-1 campaign,
respectively. The average particle number emission indices range between 2x1015 to 8x1016 kg"1 with the
value of EIn decreasing with increasing fuel flow rate. The decrease in particle number emission index
was much steeper at a fuel flow rate <1000 kg/h. The emission indices were below 1x1016 particles/kg
when the fuel flow rates were greater than approximately 2000 kg/h for the base fuel, 1000 kg/h for the
high-sulfur fuel, and 2500 kg/h for the high-aromatic fuel.
The above observation is consistent with the results reported in the NASA APEX-1 report for the 30-m
probe (Wey et al., 2006). NASA found that the EIN values at 30 m were typically 5 to 20 times greater
than in comparable samples drawn from the 1-m probe, with the EIN decreasing with increasing engine
power. The EIN values obtained for the APEX-1 test ranged from 2x1015 to 4x1016 kg"1, which are close to
the NASA results. NASA reported that the number-based emission indices varied from 1 to 5x1015 kg"1.
Figure 9-2 presents the PM particle number emission indices as a function of fuel flow rate for the
CFM56-3B1 and CFM56-7B24 engines. The CFM56-3B1 data are taken from the T2 test from APEX-2
and the T11 test from APEX-3, whereas the CFM56-7B24 emission indices were obtained from the T4
test from APEX-2. All models of the jet engine CFM56 show similar trends: the particle number emission
index decreased with increases in fuel flow rate, except for the T11 test from APEX-3. In this case, the
EIn increases slightly above idle, then decreases in a fashion similar to the other CFM56 engines tested.
Note, however, that APEX-3 T11 only included the cold portion of the engine operating cycle which could
have influenced these results. A steep reduction was also observed in the particle number emission index
with fuel flow rates less than 500 kg/h.
Figure 9-3 presents the particle number emission index as a function of fuel flow rate for the CJ610-8ATJ
turbojet engine. This engine was evaluated in both the T2 and T5 tests from APEX-3. The emissions were
sampled primarily by the 15-m probe, with only part of the data in the T5 test being measured by 30-m
probe. Figure 9-3 shows the data for the T5 test as measured at the 30-m probe. These data do not
follow the same trend that was observed for the CFM56 model engines shown above. This engine also
exhibited a different trend in the EIM with fuel flow compared to the other engines which were previously
described in Section 8.
With the exception of engine CJ610-8ATJ, the relationship between the particle number emission index
and the fuel flow rate for all the other types of engines tested in the three APEX campaigns was similar to
the relationship observed for the CFM56 engines. For example, the results from the APEX-3 campaign for
the AE3007 series engines are presented in Figure 9-4, the P&W4158 engine in Figure 9-5, and the
RB211-535E4-B engine in Figure 9-6.
110

-------
4.0E+16
O.OE+OO
(a)
CFM56-2C1
(APEX-1 NASA 1a)
Base Fuel


1
<

<

]


~
~*

500 1000 1500 2000 2500
Fuel Flow Rate (kg/h)
3000
3500
1.2E+17
— 1.0E+17
0)
3
4-
U)
JX
$ 8.0E+16
o
TO
~ 6.0E+16
0)
¦O
c
| 4.0E+16
w
w
E
LU
2.0E+16
0.0E+00
0	500	1000 1500 2000 2500 3000
Fuel Flow Rate (kg/h)
8.0E+16
7.0E+16
a>
6.0E+16
w
¦3 5.0E+16
t
TO
~ 4.0E+16
O)
¦O
I 3.0E+16
o
t/)
¦| 2.0E+16
LU
1.0E+16
0.0E+00
0	500 1000 1500 2000 2500 3000 3500
Fuel Flow Rate (kg/h)
(b)

CFM56-2C1
(APEX-1 NASA 2)
-



<


J
<

i
*
¥
~
~ ~
(c)
CFM56-2C1
(APEX-1 NASA5)
High-Aromatic Fuel
-



<
>



<


1
* . •
~ ~
* ~ 
-------
7.0E+15
6.0E+15
5.0E+15
t 4.0E+15
¦3 3.0E+15
2.0E+15
E
LD
1.0E+15
O.OE+OO
(a)
500
CFM56-3B1 (APEX-2T2)

1000	1500
Fuel Flow Rate (kg/h)
*
2000
2500
9.0E+15
8.0E+15
= 7.0E+15
6.0E+15
« 5.0E+15
® 4.0E+15
o 3.0E+15
E 2.0E+15
1.0E+15
0.0E+00
(b)
CFM56-3B1 (APEX-3T11)
0 500 1000 1500 2000 2500 3000 3500 4000
Fuel Flow Rate (kg/h)
(c)
CFM 56-7B24 (APEX-2 T4)

t
*
500	1000 1500 2000
Fuel Flow Rate (kg/h)
2500
3000
Figure 9-2. Particle number emission indices as a function of fuel flow as determined by the
Nano-SMPS for two CFM56 engine models during: (a) APEX-2 T2; (b) APEX-3 T11;
and (c) APEX-2 T4. Data shown are corrected for line losses.
112

-------
1.6E+16
1.4E+16
aj
^ 1.2E+16
w
| 1.0E+16
re
§ 8.0E+15
a)
T3
| 6.0E+15
o
w
¦| 4.0E+15
LU
2.0E+15
0.0E+00
0	200 400 600 800 1000 1200 1400
Fuel Flow Rate (kg/h)
Figure 9-3. Particle number emission index as a function of fuel flow rate as determined by the
Nano-SMPS for the CJ10-8ATJ turbojet engine. Data shown are corrected for
sampling line particle losses.
CJ610-8ATJ (APEX-3T5)
n r
{
i—i—i—i—r*i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—r
113

-------
4.0E+16
3.5E+16
^ 3.0E+16
1/)
"5 2.5E+16
t
CO
~ 2.0E+16
d)
"D
I 1.5E+16
o
'«!
¦| 1.0E+16
111
5.0E+15
O.OE+OO
0	200 400 600 800 1000 1200 1400
Fuel Flow Rate (kg/h)
AE3007A1E (APEX-3 T3)




1
t



I

It I t * 4 .
1 ~ * f
7.0E+16
6.0E+16
^ 5.0E+16
w
a>
¦¦£ 4.0E+16
re
x 3.0E+16
T3
C
c 2.0E+16
o
55
E 1.0E+16
LU
0.0E+00

AE3007A1/1 (APEX-3 T10)





>
4
~

O T
* ~ * ~ * %
	1	1	1	1	1	1	1	1	1	1	1 1 1 1
500	1000
Fuel Flow Rate (kg/h)
1500
Figure 9-4. Particle number emission index as a function of fuel flow as determined by the Nano-
SMPS for: AE3007A1E; and AE3007A1/1 engines. Data are corrected for particle line
losses.
114

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2.5E+16
2.0E+16
¦£ 1.5E+16
1.0E+16
5.0E+15
O.OE+OO

P&W4158 (APEX-3 T6)
f
~~
I
~l	1	1	1	1	1	1-
"I	1	1	1	1	1	T-
-I	1	1	1	1	1	1—
-I	1	1	1	1	1	1—
0 1000 2000 3000 4000 5000 6000 7000 8000
Fuel Flow Rate (kg/h)
2.5E+16
® 2.0E+16
£ 1.5E+16
x
0)
= 1.0E+16
£ 5.0E+15
0.0E+00
¦+
P&W4158 (APEX-3 T7)
-|	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1—l	1	1	1	1 l l l l | l l l l | l l l l
1000 2000 3000 4000 5000 6000 7000 8000
Fuel Flow Rate (kg/h)
Figure 9-5. Particle number emission index as a function of fuel flow as determined by the Nano-
SMPS for a PW4158 engine during: Test 6; and Test 7 of APEX-3. Data are corrected
for particle line losses.
115

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3.0E+16
- 2.5E+16
$ 2.0E+16
— 1.5E+16
o 1.0E+16
5.0E+15
O.OE+OO

RB211-535E4-B (APEX-3 T8)
<~
<>
4

I
I


t
~ ~
~
« ~ ~
1000 2000 3000 4000 5000
Fuel Flow Rate (kg/h)
6000
7000
OE+16
5E+16
3.0E+16
2.5E+16
2.0E+16
1.5E+16
1 .OE+16
5.0E+15
0.0E+00

RB211-535E4-B (APEX-3 T9)










* 4
^ «~ ~
0 1000 2000 3000 4000 5000 6000 7000 8000
Fuel Flow Rate (kg/h)
Figure 9-6. Particle number emission index as a function of fuel flow as determined by the Nano-
SMPS for two different RB211-535E4B engines during: Test 8; and Test 9 of APEX-3.
Data are corrected for particle line losses.
116

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A predictive model was found capable of approximately describing the relationship between the particle
number emission index and the fuel flow rate obtained in this study. Figure 9-7 is an example of the
results obtained from the EEPS measurements, showing that, in general, the emission indices obtained
for five types of engines were logarithmically correlated to the fuel flow rate (power).
1.2E+17
ACFM56-7B
ACFM56-3B
AAE3007A1/1
1.0E+17
y=-3E+16ln(x) +2E+17
R2 = 0.9723
ARB211
*L 8.0E+16
U)
y=-2E+16ln(x) +2E+17
R2 = 0.918
¦5 6.0E+16
.52 4.0E+16
y=-1E+16ln(x) +9E+16
R2 = 0.7209
2.0E+16
y=-1E+16ln(x) +8E+16
R2 = 0.9245
^ P. '¦ Mfi > , ,
y=-2E+15ln(x) +2E+16
R2 = 0.935
T*
0.0E+00
100
1000
Fuel Flow Rate (kg/h)
10000
Figure 9-7. Logarithmic correlation between particle number emission index measured by EEPS
and fuel flow rate.
9.2 Effect of Fuel Composition
The effects of fuel composition on the PM particle number emission index were investigated based on the
results of the Nano-SMPS and ELPI obtained in the APEX-1 campaign. Figure 9-8 compares the
emission indices as a function of fuel flow rate obtained from the three tests with different fuels: test
NASA-1a with the base fuel, test NASA-3 with the high-sulfur fuel, and test NASA-4 with the high-
aromatic fuel.
The Nano-SMPS results in Figure 9-8 show that high-sulfur fuel produced higher particle counts at all
tested fuel flow rates. The higher particle number emissions from the high-sulfur fuel may be attributable
to the formation of sulfate particles or sulfate coatings on particles. A small portion of the sulfur in jet fuel
was converted into sulfuric acid. The sulfuric acid could either form nucleates or condense onto the
existing aerosol surfaces as the plume cooled. Sulfur content in the PM and its contribution will be further
discussed in Sections 10 and 13.
117

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5.0E+16
4.5E+16
of 4.0E+16
3
M—
|* 3.5E+16
 high
aromatic fuel > base JP8 fuel. Petzold and Schroder (1998) also found from their jet engine exhaust
aerosol study that the S02 emitted from a jet engine was oxidized by OH or O to S03 which then reacted
with H20 to form gaseous H2S04. Nucleation and condensation of the low volatility sulfuric acid and
hydrocarbons were the primary sources for the increase in number of particles in the exhaust plume.
To further illustrate the effect of fuel sulfur on the particle number emissions, the Nano-SMPS particle
number emission indices obtained with fuels of same sulfur content for the CFM56 series engine
(including models -2C1, -3B1 and 2 and -7B24 used in APEX-1 and APEX-2 campaigns) were averaged
under two levels of engine thrust: 7 and 30 percent. The results were then plotted as a function of fuel

~	Base Fuel (NASA 1a)
~	High-Sulfur NASA 3
OHigh-Aromatics NASA 4


0
I
r

1
p
>


i
:>
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>~<
e
O T
*

O *
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t—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—r
118

-------
sulfur content as shown in Figure 9-9. The figure shows that the particle number emission index
increased with fuel sulfur. However, the emission indices at 132 ppm sulfur were higher than those at 206
and 352 ppm sulfur. The reason for this observation is not currently known. One possible explanation is
associated with differences in technology used in the three variants of the CFM56 jet engine used in this
comparison. The CFM56-7B24 engine was tested with the fuel of 132 ppm sulfur, while the CFM56-3B
engine used the fuels with 206 ppm and 352 ppm sulfur. The CFM56-3B seemed to produce a smaller
number of particles.
7.0E+16
^ 6.0E+16
a>
3
M—
3 5.0E+16
"35
a>
o
£ 4.0E+16
re
a
x
¦§ 3.0E+16
c
£
O
« 2.0E+16
(/)
E
LU
1.0E+16
0.0E+00
0 200 400 600 800 1000 1200 1400 1600 1800
Sulfur Content in Fuel (ppm)
Figure 9-9. Particle number emission index as a function of fuel sulfur for all CFM56 variants.
9.3 Effect of Engine Type
To investigate the effect of engine type on the particle number emissions, only the data obtained with the
base fuel or fleet fuel measured at 30 m were used. Considering the possible interference of strong
crosswinds, the results for the tests EPA-1 and NASA-1 from APEX-1, and test T1 from APEX-3, were
discarded. For comparison, the particle number emission indices obtained by the same jet engines in
different tests were averaged under the four engine power settings that simulate the ICAO airport LTO
cycle.
The lowest rated thrust for the tests with jet engine AE3007A1E was 8.4 percent, and this value was
treated as the idle engine condition and compared with the other engines at 7 percent thrust. Similar
treatment was used for the P&W 4158 engine, where data at 80 percent thrust were averaged and
7% Rated Thrust
30% Rated Thrust
119

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compared with the other engines under climb-out condition (85% thrust). The fuel flow rates
corresponding to each engine power setting were also averaged to obtain the averaged fuel flow rate
under that engine cycle for each different engine.
The results of averaged EIN values for different engines as a function of fuel flow rates are compared in
Figure 9-10. These results indicate that, in general, the P&W4158 had the highest particle number
emission index. Since the value of EIN is also engine-power-dependent, the comparison of particle
number emission index between different engines was made under the same engine operation mode.
Table 9-1 and Figure 9-11 show the comparisons of the EIN values obtained by the Nano-SMPS for
different engines at the four designated LTO engine power settings (idle, takeoff, climb and approach).
The data at engine takeoff mode were not available for the CFM56-2C1, CFM56-7B24 and P&W 4158
engines. The data show that, at engine takeoff and climb modes, the CJ610-8ATJ turbojet produced the
highest particle number emissions per kg of fuel burned among the seven engines shown. The reason for
the low emissions for the CJ610-8ATJ turbojet engine at idle is unknown. It seems unlikely that this
discrepancy was attributable primarily to the measurement errors, because this trend was also shown by
the EIn results derived from the EEPS measurement, as shown in Figure 9-12.
It is also interesting to note from Figure 9-11 that, among the CFM56 engine variants, the EIN at climb-out
power for model -7B was significantly lower than the comparable value for the older technology -2C and
-3B models (also see Lobo et al., 2007). At idle and approach, however, the model -3B had the lowest
E//v, followed by -7B, and -2C models, respectively.
9.4 Effect of Cold and Warm Engine Conditions
The particle number emission results derived from the Nano-SMPS measurements were used to
investigate the effect of engine cold and warm operating conditions on the particle number emission
index. In Figure 9-13, the particle number emission indices obtained under the cold engine condition were
plotted against the emission indices obtained for the same engines under the warm operating condition.
The diagonal line in the figure represents the situation where the emission index results obtained under
cold and warm conditions are identical. The linear regression results are also provided in the figure (see
the pink line) showing a slope of 0.92. This slope would indicate that the PM number emission indices are
approximately 8 percent lower with warm engines.
120

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CFM56-2C1
CFM56-7B24
CFM56-3B
CJ610-8ATJ
AE3007A1/1
P&W4158
RB211-535E4B
4.5E+16
4.0E+16
3.5E+16
3.0E+16
2.5E+16
2.0E+16
1.5E+16
1.0E+16
5.0E+15
O.OE+OO
~I	1	1	1	1	1	1	1	1	1	1	1	1	1-
2000	4000	6000
Fuel Flow Rate (kg/h)
8000
Figure 9-10. Particle number emission index as a function of fuel flow (power) for different
engines (Nano-SMPS).
Table 9-1. Particle Number Emission Indices at Each of Four Engine Power Settings for
Different Engines (Nano-SMPS results)
Engine
Idle
Takeoff
Climb
Approach
Ave
SD
Ave
SD
Ave
SD
Ave
SD
CFM56-2C1
2.02E+16
2.40E+15


6.79E+15
3.24E+14
1.44E+16
1.89E+15
CFM56-7B24
1.11E+16
1.18E+15


9.56E+14
3.38E+13
7.70E+15
1.21E+15
CFM56-3B
5.20E+15
6.53E+14
3.58E+15
1.40E+14
4.40E+15
1.68E+14
3.98E+15
4.34E+14
CJ610-8ATJ
2.03E+14
1.48E+14
1.01E+16
1.41E+15
9.76E+15
5.53E+14
1.32E+16
7.28E+14
AE3007A1/1
2.64E+16
1.56E+16
6.45E+15
3.37E+14
7.45E+15
5.03E+14
9.79E+15
1.59E+15
P&W4158
2.00E+16
1.79E+15


2.45E+15
2.77E+14
1.03E+16
4.37E+14
RB211-535E4-B
1.25E+16
8.51E+14
7.59E+14
2.46E+13
1.41E+15
6.33E+13
4.80E+15
4.37E+14
Ave = arithmetic average; SD = standard deviation.
121

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ro
ro
ns
Q.
4.5E+16
4.0E+16
3.5E+16
3.0E+16
2.5E+16
2.0E+16
1.5E+16
1.0E+16
5.0E+15
0.0E+00
ai
S 1.2E+16
u>
¦5 1.0E+16
X
a>
~G
c
c
o
E
LU
 _*> ^ J"
S? v<3®	S? jy	<£>
4*	A® .(?	^
& &	& ^  & <$>
*Ss dSr
jjr jjr
& <$ <£ ^
J>r

>K
A
Figure 9-11. Comparison of particle number emission indices for different engines at: idle; take-off; climb-out; and approach power
(Nano-SMPS).

-------
1.2E+17
1.0E+17
o) 8.0E+16 —
5
I 6.0E+16 -I—
'j/j 4.0E+16
E
LU
2.0E+16
O.OE+OO

CO
p




0
O
O
m
co
a:
LU
<
o<$
Q_
Figure 9-12. Comparison of particle number emission indices by EEPS for different engines
under the idle power condition.
4.0E+16
O)
0)
0
Q.
3.0E+16
S 2.0E+16
o
T5
c
o
o
E
LU
J 1.0E+16
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v= 0.9207x1
O / *
R2 = 0.96 |
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~





o







0.0E+00	1.0E+16	2.0E+16	3.0E+16
El under Cold Condition (particles/kg fuel)
4.0E+16
Figure 9-13. Effect of engine operating temperature on particle number emission index.
123

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9.5 Comparison of Particle Number Emission Indices Obtained from Different
Instruments
Four different instruments were used in the APEX campaigns for the measurement of particle number
concentration in the plume. The Nano-SMPS was used for plume sampling during all three APEX
campaigns, a SMPS equipped with a long DMA for both plume and background sampling during APEX-1,
an EEPS for plume sampling during APEX-2 and APEX-3, and an ELPI for both plume and background
sampling during all three APEX campaigns.
The comparison between Nano-SMPS and EEPS was made based on the test results obtained from the
APEX-2 and APEX-3 campaigns. The EIN results obtained by the EEPS were plotted against the data
obtained with the Nano-SMPS under the same test conditions. The two straight lines shown in Figure 9-
14 were obtained, indicating a linear relationship between the Nano-SMPS and EEPS measurements.
These lines represent the two groups of APEX tests: (1) APEX-3: T1-T3 and T6-T11, and (2) APEX-3: T4-
T5 and APEX-2: T1-T4. It is not clear why the results obtained by Nano-SMPS and EEPS were linearly
correlated in the separate groups, as this observation could not be explained by engine type or test
conditions. The explanation may be related either to the characteristics of the PM emissions, differences
in instrument design, or both.
~ APEX-3 T1-T3 and T6-T11
¦ APEX-3 T4-T5 and APEX-2 T1-T4
1.6E+17
1.4E+17
y = 7.8933X +4E+15
R2 = 0.9018
1.2E+17
1.0E+17
8.0E+16
6.0E+16
y = 1.2868x -2E+15
R2 = 0.6782
4.0E+16
2.0E+16
0.0E+00
0.0E+00
1.0E+16	2.0E+16	3.0E+16
Emission Index by Nano SM PS (particles/kgfuel)
4.0E+16
Figure 9-14. Comparison of particle number emission indices as obtained from the Nano-SMPS
and EEPS instruments.
124

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The EIn results from APEX-1, obtained by the long DMA SMPS, were compared with those obtained by
Nano-SMPS in Figure 9-15. The figure shows that measurements from two instruments can be correlated
approximately in two linear groups: (1) tests EPA-1, EPA-2, NASA-1, NASA-1a, NASA-2, NASA-3 and
EPA-3; and (2) NASA-4 and NASA-5. This observation again suggests that the characteristics of the PM
might affect the comparison of instrument measurements since the group (1) data were obtained with
base jet fuel or high sulfur fuel, and group (2) data were from the high aromatic fuel. Both lines in the
figure have slope values of less than 0.7, probably due to the difference in the effect of line loss correction
on the results from these two instruments. The long DMA SMPS did not collect particles smaller than
10 nm, so the line losses of the particles in the 3 to 10 nm size range were counted by the Nano-SMPS
but were not compensated for by the long DMA SMPS.
3.5E+16
0)
X 3.0E+16
O)
a>
o 2.5E+16
+-»
L.
W
Q.
CO 2.0E+16
CL
(/)
£ 1.5E+16
x
0)
u
- 1.0E+16
c
0
w
1	5.0E+15
LU
0.0E+00
0.0E+00	1.0E+16	2.0E+16	3.0E+16	4.0E+16
Emission Index by Nano SM PS (particles/kgfuel)
Figure 9-15. Comparison of particle number emission indices as obtained from the Nano-SMPS
and long DMA SMPS.
A APEX-1 EPA 1-3 and NASA 1-3
A APEX-1 NASA 4-5
y= 0.6348X-4E+14
R2 = 0.9121
y = 0.4942X - 2E+15
R2 = 0.747
125

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This page intentionally left blank.
126

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10. Particle Size Distribution and Geometric Mean Diameter
The PM emissions from jet engines were monitored by various instruments for investigations of the
effects of fuel type, fuel flow rate, engine type and operating condition (cold or warm) on particle size
distribution (PSD). In APEX-1, the PM PSDs were measured with a long DMA SMPS, the Nano-SMPS,
and the ELPI. PM emitted from the jet engines contained a large portion of particles with diameters below
the sizes of the lowest instrument channel for either the long DMA SMPS or the ELPI. Only the Nano-
SMPS was capable of providing a complete PSD for the jet engine PM emissions. However, the Nano-
SMPS had a data recording frequency of approximately 2.5 minutes. In contrast, the engine run time for
the 100 percent power setting was usually maintained for less than 1.5 minutes. This relatively slow
instrument response made it difficult for the Nano-SMPS to obtain the PSD information under the highest
power settings. Therefore, no PSDs for the 100 percent power setting (take-off) are reported for Nano-
SMPS, and limited data are reported for the 85 percent power setting (climb). After the APEX-1
campaign, an EEPS was used to replace the long DMA SMPS for PM emissions measurements in both
APEX-2 and APEX-3. The EEPS had a fast instrument response and was able to record data points at 1
second intervals.
The differential number PSD, dN/dlogDp at a specified power setting, was obtained by averaging the
particle numbers recorded under the same engine operating condition from the same instrument size bins
and then plotting them against the particle size. Both the Nano-SMPS and EEPS were only used in the
plume emissions measurement system. Therefore, the PM emission results obtained by the Nano-SMPS
were background-corrected using measurements obtained before and after each test. No background
correction was needed for the EEPS, as discussed earlier. Also, the PSD data both before and after
particle line loss-correction are presented in the following discussion with the differences also
investigated.
The geometric mean diameter (GMD) and geometric standard deviation (GSD) were calculated as a
function of fuel flow rate from the PSD for each individual test of the three APEX campaigns. Table F-1,
included in Appendix F, summarizes the results obtained from the Nano-SMPS and EEPS
measurements. The GMD and GSD data, both before and after particle loss correction, are presented in
the table.
10.1 Particle Size Results for APEX-1
During APEX-1, all tests were conducted on a CFM56-2C1 engine using two different engine testing
matrices. The "EPA" test matrix followed the ICAO-defined LTO cycle to simulate aircraft emissions at an
airport and consisted of approximately four repetitions of the following power settings: 26 min at idle (7%),
0.7 min at takeoff (100%), 2.2 min at climb (85%), and 4 min at approach (30%). The "NASA" test matrix
was designed to investigate the effects of engine operating parameters on particle emissions and
encompassed steady-state power settings of 4, 5.5, 7, 15, 30, 40, 60, 65, 70, 85 and 100 percent
127

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(restricted to about 93% actual thrust, henceforth, 100%). Except for the 100 percent thrust level, which
was limited to a run-time of 1.5 min, approximately 10 min were provided at each power setting to allow
for samples to be adequately analyzed.
The PSD at a specified experimental condition was obtained by averaging the dN/dlogDp data recorded
from the instrument in the same size bins and then plotting those averages against the particle size. To
investigate the effects of fuel type and engine operation cycle on PSD, the dN/dlogDp data were then
averaged for the same fuel type and operation cycle. Since only the Nano-SMPS was able to cover the
entire particle size range of the jet engine PM emissions, this section is restricted to the results obtained
from the Nano-SMPS measurements. Also, no PSD data for the 100 percent power setting (as well as the
85% power setting for EPA-2) are reported here as discussed above.
The particle size results for the EPA test series conducted during APEX-1 are shown in Figures 10-1 to
10-3. Note that both the loss-corrected (a) and uncorrected (b) PSDs are provided in these figures.
Figures 10-4 to 10-9 provide similar information for the NASA test series. The figures show that for most
tests a unimodal and log-nomal PSD was obtained regardless of experimental conditions.
10.2	Particle Size Results for APEX-2
During the APEX-2 campaign, two additional models of the CFM56 engine, the -7B24 and -3B1 and 2,
were tested. The engine-rated power thrust was varied in a stepwise fashion at six thrust levels (4, 7, 30,
40, 65, and 85%) as discussed in Section 6. Except for the 85 percent thrust level where run-time was 8
min, approximately 10 min were provided at each power setting to allow for samples to be adequately
analyzed. The power setting was first increased from the lowest thrust level to highest level under cold
engine conditions, and then decreased under warm engine conditions to investigate the effects of engine
temperature on particle emissions.
Figures 10-10, 10-11, 10-12 and 10-13 present the average PSDs under different power settings obtained
from the Nano-SMPS, with (a) and without (b) particle loss correction for tests T1, T2, T3 and T4,
respectively. Again these figures show that the PSDs of the PM emissions from jet engines were
generally unimodal and followed a log-normal function.
10.3	Particle Size Results for APEX-3
In APEX-3 campaign, six different engines were tested for emissions at various power settings. Like
APEX-2, the engine tests in APEX-3 were conducted by increasing the thrust power in a stepwise fashion
from idle (4 or 7%) to climb (100%) under cold engine conditions and then decreasing through the same
power settings under warm engine conditions.
Figures 10-14 to 10-24 present the Nano-SMPS results of the average PSD with (a) and without (b)
particle loss correction under different power settings for each of individual tests T1 through T11,
respectively. All the data were measured with the 30 m sampling probe. The PSDs shown in these figures
were log-normal and consistent with the results of APEX-1 and APEX-2. Flowever, in some cases, the
PSDs were bimodal with an additional accumulation mode present at higher fuel flows.
128

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1.0E+07
8.0E+06 —
CO
E
o
^ 6.0E+06
Q.
Q
£ 4.0E+06
T3
2.0E+06
0.0E+00
436 kg fuel/h Loss Corr
992 kg fuel/h Loss Corr
2819 kg fuel/h Loss Corr
100
Particle Diameter (nm)
6.0E+06
-436 kg fuel/h
992 kg fuel/h
-2819 kg fuel/h
" 4.0E+06
P 2.0E+06
0.0E+00
100
Particle Diameter (nm)
Figure 10-1. Average PSD measured by the Nano-SMPS during APEX-1, Test EPA-1, (a) with line
loss correction; and (b) without line loss correction.
Note: unable to collect PSD for 2969 kg fuel/h (100%) power.
129

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1.
1.
t1-
11-
~ 8.
O)
I 6.
i 4.
2.
0.
	425 kg fuel/h Loss Corr
	1023 kg fuel/h Loss Corr
10
Particle Diameter (nm)
r i i i r
100
6E+07
425 kg fuel/h
1023 kg fuel/h
4E+07
0E+07
0E+06
0E+06
0E+06
0E+06
0E+00
100
Particle Diameter (nm)
Figure 10-2. Average PSD measured by the Nano-SMPS during APEX-1, Test EPA-2, (a) with line
loss correction; and (b) without line loss correction.
Note: unable to collect PSD for 2860 kg fuel/h (85%) and 3181 kg fuel/h (100%) power.
130

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3.5E+07
3.0E+07
E 2.5E+07
o
X 2.0E+07
Q.
Q
g5 1.5E+07
z 1.0E+07
"O
5.0E+06
O.OE+OO
3.5E+07
438 kg fuel/h
964 kg fuel/h
2424 kg fuel/h
2840 kg fuel/h
3.0E+07
E 2.5E+07
o
— 2.0E+07
1.5E+07
1.0E+07
5.0E+06
0.0E+00
10
Particle Diameter (nm)
100
Figure 10-3. Average PSD measured by the Nano-SMPS during APEX-1, Test EPA-3, (a) with line
loss correction; and (b) without line loss correction.
Note: unable to collect PSD for 3116 kg fuel/h (100%) power.
10	100
Particle Diameter (nm)
	438 kg fuel/h Loss Corr
	964 kg fuel/h Loss Corr
	2424 kg fuel/h
	2840 kg fuel/h
131

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CO
E
o
Q.
Q
O)
o
T3
1.6E+07
1.4E+07
1.2E+07
1.0E+07
8.0E+06
6.0E+06
4.0E+06
2.0E+06
0.0E+00
-350 kg fuel/h Loss Corr
-386 kg fuel/h Loss Corr
-427 kg fuel/h Loss Corr
-560 kg fuel/h Loss Corr
1012 kg fuel/h Loss Corr
-1252 kg fuel/h Loss Corr
1998 kg fuel/h Loss Corr
-2406 kg fuel/h Loss Corr
Particle Diamter (nm)
CO
E
o
1.6E+07
1.4E+07
1.2E+07
1.0E+07
8.0E+06
-350 kg fuel/h
-386 kg fuel/h
-427 kg fuel/h
-560 kg fuel/h
1012 kg fuel/h
-1252 kg fuel/h
1998 kg fuel/h
-2406 kg fuel/h
(b)
6.0E+06
4.0E+06
2.0E+06
0.0E+00
10
Particle Diamter (nm)
100
Figure 10-4. Average PSD measured by the Nano-SMPS during APEX-1, Test NASA-1, (a) with
line loss correction; and (b) without line loss correction.
Note: unable to collect PSD for 2906 kg fuel/h (100%) power.
132

-------
2.0E+07
CO
E
o
Q.
Q
O)
o
T3
	336 kg fuel/h Loss Corr
	1922 kg fuel/h Loss Corr
	2098 kg fuel/h Loss Corr
	2252 kg fuel/h Loss Corr
— 2898 kg fuel/h Loss Corr
1.8E+07 :
1.6E+07 :
1.4E+07
1.2E+07
1.0E+07
8.0E+06
6.0E+06
4.0E+06
2.0E+06
0.0E+00
10
Particle Diameter (nm)
100
2.0E+07
1.8E+07
1.6E+07
	336 kg fuel/h
	1922 kg fuel/h
	2098 kg fuel/h
	2252 kg fuel/h
— 2898 kg fuel/h
(b)
1.4E+07 -¦
1.2E+07
1.0E+07
8.0E+06
6.0E+06
4.0E+06
2.0E+06
0.0E+00
10
Particle Diameter (nm)
100
Figure 10-5. Average PSD measured by the Nano-SMPS during APEX-1, Test NASA-1a, (a) with
line loss correction; and (b) without line loss correction.
Note: unable to collect PSD for 3127 kg fuel/h (100%) power.
133

-------
3.0E+07
2.5E+07 -I
O 2.0E+07 1
1.5E+07
Q.
Q
O)
o
5 1.0E+07
z
T3
5.0E+06
0.0E+00
¦345 kg fuel/h Loss Corr
-413 kg fuel/h Loss Corr
-543 kg fuel/h Loss Corr
-955 kg fuel/h Loss Corr
-1235 kg fuel/h Loss Corr
1855 kg fuel/h Loss Corr
2046 kg fuel/h Loss Corr
-2727 kg fuel/h Loss Corr
10
Particle Diameter (nm)
100
3.0E+07
CO
E
o
Q.
Q
O)
o
T3
1.5E+07
1.0E+07
5.0E+06
0.0E+00
—345 kg fuel/h
	413 kg fuel/h
	543 kg fuel/h
	955 kg fuel/h
	1235 kg fuel/h
1855 kg fuel/h
2046 kg fuel/h
	2727 kg fuel/h
(b)




i i i I
10
Particle Diameter (nm)
100
Figure 10-6. Average PSD measured by the Nano-SMPS during APEX-1, Test NASA-2, (a) with
line loss correction; and (b) without line loss correction.
Note: unable to collect PSD for 3116 kg fuel/h (100%) power.
134

-------
CO
E
o
Q.
Q
O)
o
T3
4.0E+07
3.5E+07
3.0E+07
2.5E+07
2.0E+07
1.5E+07
1.0E+07
5.0E+06
0.0E+00
I 	347 kg fuel/h Loss Corr
" 	405 kg fuel/h Loss Corr
-		538 kg fuel/h Loss Corr
" 	986 kg fuel/h Loss Corr
-		1255 kg fuel/h Loss Corr
2053 kg fuel/h Loss Corr
2758 kg fuel/h Loss Corr
A (a)










-

Ml \l\

1// V

#/ yi

10
Particle Diameter (nm)
100
CO
E
o
Q.
Q
O)
o
T3
4.0E+07
3.5E+07
3.0E+07
2.5E+07
2.0E+07
1.5E+07
1.0E+07
5.0E+06
0.0E+00
	347 kg fuel/h
	405 kg fuel/h
	538 kg fuel/h
	986 kg fuel/h
	1255 kg fuel/h
2053 kg fuel/h
2758 kg fuel/h
(b)



/yy\\\



10
Particle Diameter (nm)
100
Figure 10-7. Average PSD measured by the Nano-SMPS during APEX-1, Test NASA-3, (a) with
line loss correction; and (b) without line loss correction.
Note: unable to collect PSD for 3051 kg fuel/h (100%) power.
135

-------
2.5E+07
345 kg fuel/h Loss Corr
381 kg fuel/h Loss Corr
401 kg fuel/h Loss Corr
960 kg fuel/h Loss Corr
1220 kg fuel/h Loss Corr
2023 kg fuel/h Loss Corr
2157 kg fuel/h Loss Corr
2708 kg fuel/h Loss Corr
2.0E+07
1.5E+07
o 1.0E+07
5.0E+06
0.0E+00
10
Particle Diameter (nm)
100
E
o
2.5E+07
2.0E+07
1.5E+07
o 1.0E+07
5.0E+06
0.0E+00
-345 kg fuel/h
-381 kg fuel/h
401 kg fuel/h
960 kg fuel/h
-1220 kg fuel/h
-2023 kg fuel/h
-2157 kg fuel/h
2708 kg fuel/h
(b)
I Yr~—l	1—l—I—f
10
Particle Diameter (nm)
100
Figure 10-8. Average PSD measured by the Nano-SMPS during APEX-1, Test NASA-4, (a) with
line loss correction; and (b) without line loss correction.
Note: unable to collect PSD for 2978 kg fuel/h (100%) power.
136

-------
3.0E+07
2.5E+07
CO**
| 2.0E+07
£ 1.5E+07
O)
o
5 1.0E+07
z
T3
5.0E+06
0.0E+00
- 	345 kg fuel/h Loss Corr
	410 kg fuel/h Loss Corr
989 kg fuel/h Loss Corr
	1292 kg fuel/h Loss Corr
	2131 kg fuel/h Loss Corr
— 2894 kg fuel/h Loss Corr
(a)


.

/ / X WW \
/ / / \ \w\ \

10
Particle Diamter (nm)
100
3.0E+07
2.5E+07
CO
| 2.0E+07
g- 1.5E+07
O)
o
5 1.0E+07
z
T3
5.0E+06
0.0E+00
; 	345 kg fuel/h
-		410 kg fuel/h
-		 989 kg fuel/h
-		1292 kg fuel/h
" 	2131 kg fuel/h
. 	2894 kg fuel/h
(b)


My
/A\\\
JJ/
10
Particle Diamter (nm)
100
Figure 10-9. Average PSD measured by the Nano-SMPS during APEX-1, Test NASA-5, (a) with
line loss correction; and (b) without line loss correction.
Note: unable to collect PSD for 3176 kg fuel/h (100%) power.
137

-------
E
o
1.0E+07
8.0E+06
6.0E+06 -
o.
Q
O)
o 4.0E+06
T3
2.0E+06
O.OE+OO
—	Cold 336 kg fuel/h Loss Corr
Cold 418 kg fuel/h Loss Corr
—	Cold 1180 kg fuel/h Loss Corr
—	Cold 1544 kg fuel/h Loss Corr
—	Cold 2497 kg fuel/h Loss Corr
¦Cold 4131 kg fuel/h Loss Corr
—	Warm 2497 kg fuel/h Loss Corr
—	Warm 1498 kg fuel/h Loss Corr
—	Warm 1135 kg fuel/h Loss Corr
—	Warm 313 kg fuel/h Loss Corr
10
Particle Diameter (nm)
100
1.0E+07
8.0E+06 --
6.0E+06
O 4.0E+06
2.0E+06
0.0E+00

7
¦Cold 336 kg fuel/h
Cold 418 kg fuel/h
¦Cold 1180 kg fuel/h
¦Cold 1544 kg fuel/h
¦Cold 2497 kg fuel/h
Cold 4131 kg fuel/h
¦Warm 2497 kg fuel/h
¦Warm 1498 kg fuel/h
¦Warm 1135 kg fuel/h
¦Warm 313 kg fuel/h
10
Particle Diameter (nm)
100
Figure 10-10. Average PSD for a CFM56-7B24 engine measured by the Nano-SMPS during
APEX-2, Test T1, (a) with line loss correction; and (b) without line loss correction.
138

-------
6.0E+06
5.0E+06
4.0E+06
3.0E+06 ¦
2.0E+06
1.0E+06
O.OE+OO
Cold 2700 kg fuel/h Loss Corr
Cold 3348 kg fuel/h Loss Corr
Cold 8712 kg fuel/h Loss Corr
Cold 11124 kg fuel/h Loss Corr
Cold 17388 kg fuel/h Loss Corr
-Warm 17316 kg fuel/h Loss Corr
-Warm 10836 kg fuel/h Loss Corr
-Warm 8460 kg fuel/h Loss Corr
Warm 3312 kg fuel/h Loss Corr
-Warm 2736 kg fuel/h Loss Corr
10
Particle Diameter (nm)
100
6.0E+06
5.0E+06
4.0E+06
3.0E+06
2.0E+06
1.0E+06
0.0E+00
Cold 2700 kg fuel/h
Cold 3348 kg fuel/h
Cold 8712 kg fuel/h
Cold 11124 kg fuel/h
Cold 17388 kg fuel/h
-Warm 17316 kg fuel/h
-Warm 10836 kg fuel/h
-Warm 8460 kg fuel/h
Warm 3312 kg fuel/h
-Warm 2736 kg fuel/h
10
Particle Diameter (nm)
100
Figure 10-11. Average PSD for a CFM56-3B1 engine measured by the Nano-SMPS during APEX-2,
Test T2, (a) with line loss correction; and (b) without line loss correction.
139

-------
-Cold 2952 kg fuel/h Loss Corr
Cold 3492 kg fuel/h Loss Corr
¦Cold 8964 kg fuel/h Loss Corr
¦Cold 11448 kg fuel/h Loss Corr
-Cold 17856 kg fuel/h Loss Corr
-Warm 17928 kg fuel/h Loss Corr
-Warm 11196 kg fuel/h Loss Corr
-Warm 8784 kg fuel/h Loss Corr
Warm 3348 kg fuel/h Loss Corr
-Warm 2916 kg fuel/h Loss Corr
(a)
H
Mi 1
l//\\
\i\

li /
i/ /*\
Ml /' \
1/ /'
It til
\\
\ \
I	*
\ \
II
A \
t&JI *\
m
m \
¦ t
ii«
W t
i\ i
i *
i \
0.0E+00
10
Particle Diameter (nm)
100
7.0E+06
Cold 2952 kg fuel/h
Cold 3492 kg fuel/h
Cold 8964 kg fuel/h
Cold 11448 kg fuel/h
Cold 17856 kg fuel/h
Warm 17928 kg fuel/h
Warm 11196 kg fuel/h
Warm 8784 kg fuel/h
Warm 3348 kg fuel/h
Warm 2916 kg fuel/h
6.0E+06
5.0E+06
E
r, 4.0E+06
§> 3.0E+06
tj 2.0E+06
1.0E+06
0.0E+00
10
Particle Diameter (nm)
100
Figure 10-12. Average PSD for a CFM56-3B2 engine measured by the Nano-SMPS during APEX-2,
Test T3, (a) with line loss correction; and (b) without line loss correction.
140

-------
O.OE+OO
¦Cold 2664 kg fuel/h Loss Corr
Cold 3312 kg fuel/h Loss Corr
¦Cold 9360 kg fuel/h Loss Corr
•Cold 12240 kg fuel/h Loss Corr
Cold 19800 kg fuel/h Loss Corr
Warm 19800 kg fuel/h Loss Corr
¦Warm 11880 kg fuel/h Loss Corr
Warm 9000 kg fuel/h Loss Corr
Warm 3024 kg fuel/h Loss Corr
¦Warm 2484 kg fuel/h Loss Corr
10
Particle Diameter (nm)
100
O.OE+OO
-Cold 2664 kg fuel/h
Cold 3312 kg fuel/h
•Cold 9360 kg fuel/h
-Cold 12240 kg fuel/h
Cold 19800 kg fuel/h
Warm 19800 kg fuel/h
-Warm 11880 kg fuel/h
Warm 9000 kg fuel/h
Warm 3024 kg fuel/h
-Warm 2484 kg fuel/h
10
Particle Diameter (nm)
100
Figure 10-13. Average PSD for a CFM56-7B24 engine measured by the Nano-SMPS during
APEX-2, Test T4, (a) with line loss correction; and (b) without line loss correction.
141

-------
1.0E+07
8.0E+06
CO
E
^ 6.0E+06 4
Q.
Q
O 4.0E+06 "H
¦c
2.0E+06
0.0E+00
-Cold 300 kg fuel/h Loss Corr
Cold 397 kg fuel/h Loss Corr
-Cold 654 kg fuel/h Loss Corr
-Cold 1136 kg fuel/h Loss Corr
-Cold 1618 kg fuel/h Loss Corr
-Cold 2260 kg fuel/h Loss Corr
Cold 2903 kg fuel/h Loss Corr
-Cold 3385 kg fuel/h Loss Corr
-Warm 3385 kg fuel/h Loss Corr
Warm 2903 kg fuel/h Loss Corr
-Ward 2260 kg fuel/h Loss Corr
-Warm 1618 kg fuel/h Loss Corr
-Warm 1136 kg fuel/h Loss Corr
-Warm 654 kg fuel/h Loss Corr
Warm 397 kg fuel/h Loss Corr
-Warm 300 kg fuel/h Loss Corr
10
100
Particle Diameter (nm)
1.0E+07
8.0E+06 -
^ 6.0E+06
Q.
Q
O 4.0E+06 "H
¦c
2.0E+06
0.0E+00
-Cold 300 kg fuel/h
Cold 397 kg fuel/h
-Cold 654 kg fuel/h
-Cold 1136 kg fuel/h
-Cold 1618 kg fuel/h
-Cold2260 kg fuel/h
Cold 2903 kg fuel/h
-Cold 3385 kg fuel/h
-Warm 3385 kg fuel/h
Warm 2903 kg fuel/h
-Ward 2260 kg fuel/h
-Warm 1618 kg fuel/h
-Warm 1136 kg fuel/h
-Warm 654 kg fuel/h
Warm 397 kg fuel/h
-Warm 300 kg fuel/h
10
100
Particle Diameter (nm)
Figure 10-14. Average PSD for a CFM56-3B1 engine measured by the Nano-SMPS during APEX-3,
Test T1, (a) with line loss correction; and (b) without line loss correction.
142

-------
1.8E+07
1.6E+07 4
1.4E+07 i
^ 1.2E+07
0
X 1.0E+07 J]
Q.
Q
g> 8.0E+06 ^
1	6.0E+06
4.0E+06
2.0E+06
O.OE+OO
Cold 182 kg fuel/h Loss Corr
Cold 304 kg fuel/h Loss Corr
Cold 452 kg fuel/h Loss Corr
Cold 568 kg fuel/h Loss Corr
Cold 760 kg fuel/h Loss Corr
Cold 999 kg fuel/h Loss Corr
Cold 1226 kg fuel/h Loss Corr
-	Warm 1226 kg fuel/h Loss Corr
-Ward 763 kg fuel/h Loss Corr
-	Warm 568 kg fuel/h Loss Corr
-	Warm 454 kg fuel/h Loss Corr
Warm 304 kg fuel/h Loss Corr
-	Warm 182 kg fuel/h Loss Corr
10
Particle Diameter (nm)
100
1.8E+07 -i
Cold 182 kg fuel/h
Cold 304 kg fuel/h
Cold 452 kg fuel/h
Cold 568 kg fuel/h
Cold 760 kg fuel/h
Cold 999 kg fuel/h
Cold 1226 kg fuel/h
Warm 1226 kg fuel/h
Ward 763 kg fuel/h
Warm 568 kg fuel/h
Warm 454 kg fuel/h
Warm 304 kg fuel/h
Warm 182 kg fuel/h
1.6E+07 --
1.4E+07
— 1.0E+07 --
o) 8.0E+06
6.0E+06 --
4.0E+06
2.0E+06
0.0E+00
10
100
Particle Diameter (nm)
Figure 10-15. Average PSD for a CJ610-8ATJ turbojet engine measured by the Nano-SMPS during
APEX-3, Test T2, (a) with line loss correction; and (b) without line loss correction.
143

-------
5.0E+06
4.0E+06
3.0E+06
O 2.0E+06
1.0E+06
O.OE+OO
	Cold 174 kg fuel/h Loss Corr
Cold 238 kg fuel/h Loss Corr
	Cold 389 kg fuel/h Loss Corr
	Cold 555 kg fuel/h Loss Corr
	Cold 805 kg fuel/h Loss Corr
	Cold 1082 kg fuel/h Loss Corr
	Cold 1286 kg fuel/h Loss Corr
Warm 1088 kg fuel/h Loss Corr
	Ward 810 kg fuel/h Loss Corr
	Warm 563 kg fuel/h Loss Corr
	Warm 392 kg fuel/h Loss Corr
	 Warm 235 kg fuel/h Loss Corr
Warm 173 kg fuel/h Loss Corr
10
Particle Diameter (nm)
100
5.0E+06
4.0E+06
3.0E+06
O 2.0E+06
1.0E+06
0.0E+00
Cold 174 kg fuel/h
Cold 238 kg fuel/h
Cold 389 kg fuel/h
Cold 555 kg fuel/h
Cold 805 kg fuel/h
Cold 1082 kg fuel/h
Cold 1286 kg fuel/h
Warm 1088 kg fuel/h
Ward 810 kg fuel/h
Warm 563 kg fuel/h
Warm 392 kg fuel/h
Warm 235 kg fuel/h
Warm 173 kg fuel/h
10
Particle Diameter (nm)
100
Figure 10-16. Average PSD for an AE3007-A1E engine measured by the Nano-SMPS during
APEX-3, Test T3, (a) with line loss correction; and (b) without line loss correction.
144

-------
5.0E+06
4.0E+06
3.0E+06
O 2.0E+06
1.0E+06
O.OE+OO
(a)
-Cold 168 kg fuel/h Loss Corr
Cold 239 kg fuel/h Loss Corr
-Cold 385 kg fuel/h Loss Corr
-Cold 547 kg fuel/h Loss Corr
-Cold 788 kg fuel/h Loss Corr
-Cold 1050 kg fuel/h Loss Corr
-Cold 1253 kg fuel/h Loss Corr
-Warm 1052 kg fuel/h Loss Corr
-Warm 786 kg fuel/h Loss Corr
-Warm 549 kg fuel/h Loss Corr
-Warm 384 kg fuel/h Loss Corr
Warm 231 kg fuel/h Loss Corr
-Warm 167 kg fuel/h Loss Corr
10
Particle Diameter (nm)
100
5.0E+06
4.0E+06
CO
E
3.0E+06
O 2.0E+06
1.0E+06
0.0E+00
(b)
	Cold 168 kg fuel/h
Cold 239 kg fuel/h
	Cold 385 kg fuel/h
	Cold 547 kg fuel/h
	Cold 788 kg fuel/h
	Cold 1050 kg fuel/h
	Cold 1253 kg fuel/h
	Warm 1052 kg fuel/h
	Warm 786 kg fuel/h
	Warm 549 kg fuel/h
	Warm 384 kg fuel/h
	Warm 231 kg fuel/h
•Warm 167 kg fuel/h
10
Particle Diameter (nm)
100
Figure 10-17. Average PSD for an AE3007-A1E engine measured by the Nano-SMPS during
APEX-3, Test T4, (a) with line loss correction; and (b) without line loss correction.
145

-------
1.2E+07
1.0E+07
^ 8.0E+06
o
Q 6.0E+06
O)
O
T3
Z 4.0E+06
T3
2.0E+06
O.OE+OO
1	10	100
	Cold 227 kg fuel/h Loss Corr
Cold 303 kg fuel/h Loss Corr
	Cold 452 kg fuel/h Loss Corr
	Cold 567 kg fuel/h Loss Corr
	Cold 763 kg fuel/h Loss Corr
	Cold 1009 kg fuel/h Loss Corr
	Cold 1226 kg fuel/h Loss Corr
	Warm 1226 kg fuel/h Loss Corr
	Warm 1009 kg fuel/h Loss Corr
	Warm 763 kg fuel/h Loss Corr
	Warm 567 kg fuel/h Loss Corr
	Warm 452 kg fuel/h Loss Corr
	Warm 227 kg fuel/h Loss Corr
1.0E+07
^ 8.0E+06
o
Q 6.0E+06
O)
O
T3
Z 4.0E+06
2.0E+06
0.0E+00
1	10	100
Particle Diameter (nm)
Figure 10-18. Average PSD for a CJ610-8ATJ turbojet engine measured by the Nano-SMPS during
APEX-3, Test T5, (a) with line loss correction; and (b) without line loss correction.
Particle Diameter (nm)
1.2E+07 n r
Cold 227 kg fuel/h
Cold 303 kg fuel/h
Cold 452 kg fuel/h
Cold 567 kg fuel/h
Cold 763 kg fuel/h
Cold 1009 kg fuel/h
Cold 1226 kg fuel/h
Warm 1226 kg fuel/h
Warm 1009 kg fuel/h
Warm 763 kg fuel/h
¦Warm 567 kg fuel/h
Warm 452 kg fuel/h
Warm 227 kg fuel/h
146

-------
1.8E+07
1.6E+07
1.4E+07
^ 1.2E+07
o
^ 1.0E+07
Q.
Q
g> 8.0E+06
Z 6.0E+06
T3
4.0E+06
2.0E+06
O.OE+OO
1.8E+07
1.6E+07
1.4E+07
^ 1.2E+07
o
— 1.0E+07
Q.
Q
g> 8.0E+06
Z 6.0E+06
T3
4.0E+06
2.0E+06
O.OE+OO
Figure 10-19.
-		Cold 610 kg fuel/h Loss Corr
Cold 1014 kg fuel/h Loss Corr
-		Cold 2245 kg fue l/h Loss Corr
	Cold 3726 kg fuel/h Loss Corr
	Cold 5827 kg fuel/h Loss Corr
I 	Cold 7026 kg fuel/h Loss Corr
	Warm 7026 kg fuel/h Loss Corr
I 	Warm 5658 kg fuel/h Loss Corr
	Warm 3834 kg fuel/h Loss Corr
I 	Warm 2465 kg fuel/h Loss Corr
	Warm 1097 kg fuel/h Loss Corr
I Warm 368 kg fuel/h Loss Corr
(a)
/-\
Au
to \ \
n\
if i* \ *
/ Av \
f m Vil1 1
1 S SI* 1
// f nil 1
S / I \ i 1
/ ''7 Iv \
	T»—P	nt	1	
11 I \ b(i 1
| / / \ IK 1
#' i «V« i
#' / #\ » Wi \
/.'/ / \ \ « . \
i i i i
i i i i
1	10	100
Particle Diameter (nm)

	Cold 610 kg fuel/h
Cold 1014 kg fuel/h
(b)
-
	Cold 2245 kg fuel/h

-
	Cold 3726 kg fuel/h

-
	Cold 5827 kg fuel/h

:
	Cold 7026 kg fuel/h
/ \

	Warm 7026 kg fuel/h
1 \
1 %
-
	Warm 5658 kg fuel/h
*f \ \
'/ \ M \
-
	Warm 3834 kg fuel/h
Otf \
-
	Warm 2465 kg fuel/h
//\IA i i
wf fi \ i 1
if N* 11 m
-
	 Warm 1097 kg fuel/h
// |A> \ i 1
f 1
-
Warm 368 kg fuel/h
// f mil *
| f VI1 1
// # Vli i
Id \ \
•J.'sL \ \V \
/'/#\ % W V
/'/ # \ \ w V
/'/ / \ x 	
1 1 1 1
1	10	100
Particle Diameter (nm)
Average PSD for a PW4158 engine measured by the Nano-SMPS during APEX-3,
Test T6, (a) with line loss correction; and (b) without line loss correction.
147

-------
2.0E+07
1.8E+07
1.6E+07
1.4E+07
1.2E+07
1.0E+07
8.0E+06
6.0E+06
4.0E+06
2.0E+06
O.OE+OO
Cold 600 kg fuel/h Loss Corr
Cold 1035 kg fuel/h Loss Corr
Cold 2230 kg fuel/h Loss Corr
Cold 3688 kg fuel/h Loss Corr
Cold 5702 kg fuel/h Loss Corr
Cold 7100 kg fuel/h Loss Corr
¦Warm 7200 kg fuel/h Loss Corr
-Warm 5711 kg fuel/h Loss Corr
-Warm 2252 kg fuel/h Loss Corr
¦Warm 596 kg fuel/h Loss Corr
10
Particle Diameter (nm)
100
2.0E+07 j
1.8E+07
1.6E+07 4-
1.4E+07 J-
1.2E+07
1.0E+07 ^
8.0E+06
6.0E+06
4.0E+06
2.0E+06
0.0E+00
-Cold 600 kg fuel/h
Cold 1035 kg fuel/h
-Cold 2230 kg fuel/h
-Cold 3688 kg fuel/h
-Cold 5702 kg fuel/h
-Cold 7100 kg fuel/h
-Warm 7200 kg fuel/h
-Warm 5711 kg fuel/h
-Warm 2252 kg fuel/h
¦Warm 596 kg fuel/h
10
Particle Diameter (nm)
100
Figure 10-20. Average PSD for a PW4158 engine measured by the Nano-SMPS during APEX-3,
Test T7, (a) with line loss correction; and (b) without line loss correction.
148

-------
1.2E+07
1.0E+07
8.0E+06
6.0E+06
4.0E+06
2.0E+06
O.OE+OO
-Cold 566 kg fuel/h Loss Corr
Cold 770 kg fuel/h Loss Corr
-Cold 1191 kg fuel/h Loss Corr
-Cold 2109 kg fuel/h Loss Corr
-Cold 3178 kg fuel/h Loss Corr
-Cold 4750 kg fuel/h Loss Corr
-Cold 6096 kg fuel/h Loss Corr
-Warm 4691 kg fuel/h Loss Corr
-Warm 3436 kg fuel/h Loss Corr
¦Warm 2131 kg fuel/h Loss Corr
-Warm 1178 kg fuel/h Loss Corr
Warm 654 kg fuel/h Loss Corr
-Warm 437 kg fuel/h Loss Corr
10
100
Particle Diameter (nm)
1.2E+07
1.0E+07
^ 8.0E+06
o
O 6.0E+06
4.0E+06
2.0E+06
0.0E+00
-Cold 566 kg fuel/h
Cold 770 kg fuel/h
-Cold 1191 kg fuel/h
•Cold2109 kg fuel/h
-Cold3178 kg fuel/h
•Cold4750 kg fuel/h
-Cold6096 kg fuel/h
-Warm 4691 kg fuel/h
-Warm 3436 kg fuel/h
-Warm 2131 kg fuel/h
-Warm 1178 kg fuel/h
Warm 654 kg fuel/h
-Warm 437 kg fuel/h
10
100
Particle Diameter (nm)
Figure 10-21. Average PSD for a RB211-535E4B engine measured by the Nano-SMPS during
APEX-3, Test T8, (a) with line loss correction; and (b) without line loss correction.
149

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	Cold 421 kgfuel/h Loss Corr
	Cold 690 kg fue l/h Loss Corr
	Cold 1221 kgfuel/h Loss Corr
	Cold 2004 kgfuel/h Loss Corr
	Cold 3068 kgfuel/h Loss Corr
	Cold 4479 kg f ue l/h Loss Corr
Cold 6233 kg f ue l/h Loss Corr
	Cold 6966 kgfuel/h Loss Corr
Warm 6307kgfuel/h Loss Corr
	Warm 4551 kg fuel/h Loss Corr
	Warm 3111 kg fuel/h Loss Corr
	Warm 2037 kg fuel/h Loss Corr
	Warm 1173 kg fuel/h Loss Corr
Warm 668 kgfuel/h Loss Corr
	Warm 506 kgfuel/h Loss Corr
o.
O
O)
o
T3
1.4E+07
1.2E+07
1.0E+07
8.0E+06
6.0E+06
4.0E+06
2.0E+06
0.0E+00
Particle Diameter (nm)
1.4E+07
1.2E+07
^ 1.0E+07
o
^ 8.0E+06
Q.
O
§* 6.0E+06
¦O 4.0E+06
2.0E+06
0.0E+00
1	10	100
Particle Diameter (nm)
Figure 10-22. Average PSD for a RB211-535E4B engine measured by the Nano-SMPS during
APEX-3, Test T9, (a) with line loss correction; and (b) without line loss correction.
	Cold 421 kgfuel/h
(b)
	 Cold 690 kgfuel/h
	-Cold 1221 kgfuel/h

	Cold 2004 kg fuel/h

	Cold 3068 kg fuel/h

	Cold 4479 kg fuel/h

¦¦ Cold 6233 kg fuel/h

	Cold 6966 kg fuel/h
/ #\ *
Warm 6307 kg fuel/h
/ ' \ *
/ 1 \ 1
Warm4551 kg fuel/h
/ ' \ *
/ ' I *
Warm3111 kg fuel/h
/ ' I *
/ ' \ *
	Warm 2037 kg fuel/h
/ ' 1 *
II I 1
	Warm 1173 kg fuel/h
/ i \
	Warm 668 kg fuel/h
/ i \ \
	Warm 506 kg fuel/h
J ! \ \

i \
14 1\J\ \ \
1*1 V \ \ %

t&rfSkS \ V
// /\X\ V * \ %
\\V» \
150

-------
8.0E+06
7.0E+06
6.0E+06
CO
| 5.0E+06
Q- 4.0E+06
Q
O)
% 3.0E+06
2.0E+06
1.0E+06
0.0E+00
10
Particle Diameter (nm)
100
8.0E+06
7.0E+06
6.0E+06
CO
| 5.0E+06
Q- 4.0E+06
0
O)
1	3.0E+06
2.0E+06
1.0E+06
0.0E+00
Figure 10-23. Average PSD for an AE3007-A1/1 engine measured by the Nano-SMPS during
APEX-3, Test T10, (a) with line loss correction; and (b) without line loss correction.
Cold 179 kgfuel/h Loss Corr
Cold 233 kg fue l/h Loss Corr
Cold 372 kgfuel/h Loss Corr
Cold 524 kg f ue l/h Loss Corr
Cold 750 kgfuel/h Loss Corr
Cold 971 kgfuel/h Loss Corr
Cold 1171 kgfuel/h Loss Corr
Warm 1180 kgfuel/h Loss Corr
Warm 982 kgfuel/h Loss Corr
Warm 767 kgfuel/h Loss Corr
Warm 529 kgfuel/h Loss Corr
Warm 371 kgfuel/h Loss Corr
Warm 231 kgfuel/h Loss Corr
Warm 178 kgfuel/h Loss Corr
	Cold 179 kg fuel/h
	Cold 233 kg fuel/h
	Cold 372 kg fuel/h
	Cold 524 kg fuel/h
	Cold 750 kg fuel/h
- Cold 971 kg fuel/h
	Cold 1171 kg fuel/h
	Warm 1180 kg fuel/h
Warm 982 kg fuel/h
Warm 767 kg fuel/h
	Warm 529 kg fuel/h
Warm 371 kg fuel/h
	Warm 231 kg fuel/h
	Warm 178 kg fuel/h
10	100
Particle Diameter (nm)
151

-------
	381 kg fuel/h Loss Corr
	431 kg fuel/h Loss Corr
	622 kg fuel/h Loss Corr
	1090 kg fuel/h Loss Corr
	1530 kg fuel/h Loss Corr
2179 kg fuel/h Loss Corr
	2815 kg fuel/h Loss Corr
3564 kg fuel/h Loss Corr
E
o
Q.
Q
O)
O
T3
CO
E
O
Q.
Q
O)
o
¦c
1.2E+07
1.0E+07
8.0E+06
6.0E+06
4.0E+06
2.0E+06
0.0E+00
1.2E+07
1.0E+07
8.0E+06
6.0E+06
4.0E+06
2.0E+06
0.0E+00
10	100
Particle Diameter (nm)
10	100
Particle Diameter (nm)
-381 kg fuel/h
-431 kg fuel/h
-622 kg fuel/h
-1090 kg fuel/h
-1530 kg fuel/h
2179 kg fuel/h
-2815 kg fuel/h
3564 kg fuel/h
Figure 10-24. Average PSD for a CFM56-3B1 engine measured by the Nano-SMPS during APEX-3,
Test T11, (a) with line loss correction; and (b) without line loss correction.
152

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10.4 Effects of Particle Loss Correction on PSD Results
To examine the effect of particle loss correction on the PSD results, the PSDs under the idle condition
(7% power), before and after loss correction, were plotted in Figure 10-25 for APEX-1. Shown in this
figure are Test EPA-2 for base fuel, NASA-2&3 for high sulfur fuel, and NASA-4&5 for high aromatic fuel.
The six PSD curves in this figure represent the three different fuels: the blue lines show the base fuel, the
pink lines the high-sulfur fuel, and the green lines the high-aromatic fuel. The PSD curves before particle
loss correction are shown as fine lines with open dots, and the results after loss correction are shown as
solid lines. The particle loss correction in this study did not alter the shape of the PSD over the entire
particle size range. However, this correction did change the results for number of particles emitted.
1.2E+17
1.0E+17
a>
X 8.0E+16
O)
a 6.0E+16
D
O)
o
5 4.0E+16
c
LU
¦a
2.0E+16
0.0E+00
Figure 10-25.
The effects of particle loss correction can also be evaluated by comparing the total particle number data,
GMDs and GSDs of the PSD, before and after line loss correction as obtained by the Nano-SMPS
measurements. The results of this comparison for all three APEX campaigns are shown in Figure 10-26.
In Figure 10 26(a), the total particle number concentrations before and after line loss correction show that
the concentrations after loss correction increased by about a factor of 1.6 for APEX-1, and about 1.2 for
APEX-2 and APEX-3. The different increases for the three APEX campaigns are considered to be due to
differences in the sampling line configurations used for these three APEX campaigns. Figure 10 26(b)
shows that the GMD data after line loss correction were linearly correlated with the data before loss
correction with a correlation coefficient of approximately 0.99. The straight line had a slope of 0.95,
indicating that the average particle size was reduced by about 5 percent after sampling line loss
correction due to the loss of fine particles by diffusion in the sampling line. Figure 10 26(c) indicates that
the line loss correction had little effect on the GSD results as the slope of the correlation line is close to
unity.
Base Fuel (EPA 2) Before Corr
	Base Fuel (EPA 2) After Corr
Hi-Sulfur (NASA 2&3) Before Corr
	Hi-Sulfur (NASA 2&3) After Corr
Hi-Aromatics (NASA 4&5) Before Corr
	Hi-Aromatics (NASA 4&5) After Corr
1	10	100
Particle Diameter (nm)
Effects of line particle loss correction on PSD for a CFM56-2C1 during APEX-1
(Nano-SMPS results).
153

-------
1.4E+07
~	APEX-1
~	APEX-2 & -3
y = 1.5656x
R2 = 0.9916
1.2E+07 -
1.0E+07
8.0E+06
6.0E+06
4.0E+06
y = 1.2109x
R2 = 0.9847
2.0E+06
0.0E+00
o
£
L.
o
O
8
o
£
ra
Q
S
o
—i	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	r
0.0E+00 2.0E+06 4.0E+06 6.0E+06 8.0E+06 1.0E+07
Total Particles before Loss Correction (#/cm3)
45 q
y = 0.9522X
R2 = 0.9877
10	20	30	40
GMD before Loss Correction (nm)
50
y = 0.9948x
R2 = 0.9837
« 2.0
® 1.5
1.5	2.0	2.5	3.0
GSD before Loss Correction (-)
Figure 10-26. Comparison of total particle number, GMD and GSD before and after loss correction
for all tests conducted based on: (a) total particle concentration and (b) GMD and
(c) GSD.
154

-------
Thus, in summary, the sampling line loss correction increased the total particle number (mass) and
slightly reduced the GMD. No effect on the GSD was observed.
10.5 Effect of Engine Power and Fuel Flow Rate
The particle GMD was found to track closely with engine fuel flow rate and, in turn, thrust. Figure 10-27
shows the typical GMD time-series results of two tests: EPA-2 of APEX-1 and T1 of EPA-3. The GMD
data were obtained by Nano-SMPS and are presented both with and without line loss correction. The fuel
flow rate data are represented by the red line (refer to the second y-axis on the right).
To investigate the effect of engine power thrust or fuel flow rate on PSD, the time series GMD and GSD
data measured by the Nano-SMPS in each APEX test were averaged at the same power settings and
then plotted against the fuel flow rate as shown in Figure 10-28 for APEX-1, Figures 10-29 and -30 for
APEX-2, and Figures 10-31 to -34 for APEX-3. The data for APEX-2 and -3 are broken down by engine
size and cold or warm operation. Since the sampling line particle loss does not affect the overall trend of
PSD with engine operation conditions, only the results with particle loss correction are presented here.
These figures show that, in general, the GMD was larger at idle (lowest fuel flow rate), decreased as fuel
flow rate increased until the minimum value was reached, and then increased again with fuel flow.
Notable exceptions to this U-shaped pattern include the AE3007 series engines which exhibited an
almost consistent GMD of -10 nm across all fuel flow (thrust) levels as indicated in Figures 10-31 (a) and
10 33(a). Most of the GMD values in the figures were obtained from the measurement probe 30 m
downstream of the engines, which show variation with fuel flow between 10 to 30 nm. Note that in Figure
10-31 (a), the cold engine data for APEX-3 tests T2, T3, T4 and T5 were measured by the 15-m probe,
and the cold engine data for T8 in Figure 10 32(a) were measured by the 43-m probe.
The GSD values in Figures 10-29 to -34 were usually near 1.4 at idle, then gradually increased to greater
than 2 as the fuel flow increased. As shown in Figure 10 31(b) and 10 33(b) for T2 and T3 of APEX-3, the
GSDs measured at 15 m varied with fuel flow in a pattern different from the other engines tested.
Figure 10 35(a) and (b) compare the GMDs and GSDs measured by the Nano-SMPS for the four ICAO-
specified engine operation modes of idle, takeoff, climb-out, and approach power for different jet engines
in the three test campaigns. The data in the figures are particle-loss-corrected, and only data from the 30-
m probe are presented.
The figure shows that, in general, the PM emissions for the approach power condition (30% power) had
the smallest GMD for all of the engines tested. The largest GMDs and GSDs were obtained during the
takeoff (100% power) and climb-out (85% power) conditions. These observations suggest that the PSDs
of PM emissions from the jet engines under both idle (7% power) and approach (30% power) conditions
were unimodal and consisted of primary nuclei particles. When the engines were operated under the
takeoff (100% power) and climb (85% power) conditions, accumulation mode particles were formed (by
either homogeneous nucleation, condensational growth, and/or coagulation to form larger particles) and
the PSD curves became broader.
155

-------
E
c
20
19
18
0) 17
a)
i 16
(0
§ 14
« 13
a>
E 12
o
a)
O 11
10
3500
3000
- 2500 £
O)
2000 S
1500
LL
-- 1000 3
LL
500
	Fuel Flow Rate
with loss corr
¦without loss corr
8:00 8:30 9:00 9:30 10:00
Time of Day
10:30 11:00
17:16
17:45
18:14
Time of Day
with loss corr
without loss corr
Fuel Flow Rate
120
- 100
- 80
- 40
18:43
19:12
o
J*
a>
+-»
£
5
o
a>
3
Figure 10-27. Two typical results of GMD as a function of fuel flow rate for (a) a CFM56-2C1
engine during APEX-1, Test EPA-2; and (b) for a CFM56-3B1 engine during APEX-3,
Test T1.
156

-------
~	EPA2
EPA3
ANASA 1a
ANASA 2
~NASA 3
ONASA 4
•	NASA 5
500 1000 1500 2000 2500
Fuel Flow Rate (kg/h)
3000
3500
~	EPA2
EPA3
~	NASA 1a
~	NASA 2
~	NASA 3
O NASA 4
•	NASA 5
(b)
"V
a om
<3> c*
500 1000 1500 2000 2500
Fuel Flow Rate (kg/h)
3000
3500
Figure 10-28. The (a) GMD and (b) GSD of the PM emissions measured during APEX-1 for a
CFM56-2C1 engine as a function of fuel flow.
157

-------
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Q
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ra
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ra
(O
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1.9
1.8
1.7
1.6
1.5
1.4
1.3
1.2
1.1
1.0
: 



~
J
: A
;
;

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~

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~ CRVI56-7B24 (T1) Cold




ACFIVI56-7B24 (T4) Cold
-



OCFM56-3B1 (T2) Cold
:



ACFHVI56-3B2 (T3) Cold

i i i i i
i i
—,	,			,	,	
—,	,			,	,	,	,	
1000	2000	3000
Fuel Flow Rate (kg/h)
4000
5000
Figure 10-29. The (a) GMD and (b) GSD of the PM emissions measured for three derivatives of the
CFM56 engine during APEX-2 as a function of fuel flow. Engines operated during
cold portion of test cycle.
158

-------
(a)

~ CFM56-7B24 (T1)Warm
ACFM56-7B24 (T4) Warm
OCFM56-3B1 (T2) Warm
ACFM56-3B2 (T3) Warm
o
_7V_
A A

-o-
~
1000	2000	3000
Fuel Flow Rate (kg/h)
4000
5000
(b)



~ CFM56-7B24 (T1) Warm



A
ACFM56-7B24 (T4) Warm
OCFM56-3B1 (T2) Warm








ACFM56-3B2 (T3) Warm







O



A
~
A


A

-------
60
50
(a)
Cold-Small Engines
ACJ610-8ATJ (T2)
~ CJ610-8ATJ (T5)
..AAE3QQZ=A1£4I3}..
E
£
at
E
ro
Q
c
ro
at
40
30
? 20
E
o
at
0
10
6
¦ AE3007-A1E (T4)
~ AE3007-A1/1 (T10)
~ D
-A—
-<£-
..<>~
200 400 600 800 1000
Fuel Flow Rate (kg/h)
1200
1400
'>
0
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60
_ 50
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30
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Cold-Large Engines
ACFM56-3B1 (T1)
~	CFM56-3B1 (T11)
A PW4158 (T6)
~	PW4158 (T7)
ARB211-535E4B (T8)
~	RB211-535E4B (T9) .

¦
J1 D A
¦
¦
I 
-------
60
50
(a)
Warm-Small Engines
ACJ610-8AT J (T2)
~ CJ610-8ATJ (T5)
A AF3007-A1F (T3)
-k 40
¦ AE3007-A1E (T4)
~ AE3007-A1/1 (T10)
30
* 20
A
~
~
~
10


200 400 600 800
Fuel Flow Rate (kg/h)
1000
1200
1400
ACJ610-8ATJ (T2)
~	CJ610-8ATJ (T5)
~ AE3007-A1E (T3)
~	AE3007-A1E (T4)
~ AE3007-A1/1 (T10)
Warm-Small Engines
200 400 600 800 1000
Fuel Flow Rate (kg/h)
1200
1400
Figure 10-33. The (a) GMD and (b) GSD of the PM emissions measured for the small engines
during APEX-3 as a function of fuel flow. Engines operated during the warm portion
of the test cycle.
162

-------
60
_ 50
a>
a>
E
re
Q
c
re
a>
~ 40
30
S 20
E
o
a>
® 10
re
>
a>
Q
T3
L_
re
T3
c
re
•*-»
<0
o
c
a>
E
o
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CD
! Warm-Large Engines
ACFM56-3B1 (T1)
APW4158 (T6)
~	PW4158 (T7)
ARB211-535E4B (T8)
~	RB211-535E4B (T9)

¦
¦
~
<
<

-------
2.8
~	CFM56-2C1
~	CFM56-7B24
~	CFM56-3B
~	CJ610-8ATJ
¦ AE3007A1/1
~	PW 4158
~	RB211
Idle
Takeoff
Climb
Approach
Engine Cycle
~	CFM56-2C1
~	CFM56-7B24
~	CFM56-3B
~	CJ61 0-8 AT J
¦ AE3007A1/1
~	PW4158
~	RB211
Idle
Takeoff
Climb
Approach
Engine Cycle
Figure 10-35. Comparison of: (a) GMD and (b) GSD under four ICAO power conditions for
different engine types.
164

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10.6 Effects of Fuel Type
To investigate the effects of fuel type on particle size distribution, the differential number PSDs
(dN/dlogDp) obtained from APEX-1 for different fuels were compared. Figure 10-36 shows the
comparisons of the PSDs obtained by the Nano-SMPS for the three different jet fuels (base, high-sulfur
and high-aromatic) under three engine power levels representative of (a) idle, (b) climb and (c) approach,
respectively. The three test results used were NASA-1 for base fuel, NASA-3 for high-sulfur fuel, and
NASA-4 for high-aromatic fuel. Take-off data could not be obtained by the Nano-SMPS due to its slow
instrument response and relatively short run time under the 100 percent rated thrust condition. Note that
the test NASA-1 of APEX-1 was run under higher crosswind conditions as discussed previously. This test
is being used for the discussion here because the NASA-1 test was the only test with all three power
levels for the base fuel measured by Nano-SMPS.
Under all three power levels, a unimodal and log-normal PSD was observed regardless of the difference
in fuel type and power setting. In Figure 10-36, under all three power settings, the base fuel produced the
smallest number of particles, followed by the high-aromatic fuel and the high-sulfur fuel. This trend is due
to the conversion of a small fraction of the sulfur in jet fuel to sulfate during combustion. The sulfate then
becomes part of the PM emissions. The PSD for the high-sulfur fuel peaked at approximately 17 nm
regardless of the power setting, while the peaks for the PSDs of base and high-aromatic fuels were at
slightly smaller particle size. Measurement of higher PM emissions from high-aromatic fuel than from
base fuel is most likely due to unburned hydrocarbons in the high-aromatic fuel being condensed and
forming additional nuclei particles in the emissions.
In Figure 10 36(c), the PSD curves under the climb-out power (85%) shows notable "tails" in the larger
particle size channels (>30 nm) indicative of the formulation of a minor accumulation mode. Under
approach conditions (30% power), as shown in Figure 10 36(b), the number of particles emitted from all
three fuels sharply increased, but the particles were still not as numerous as was the case at idle. Again,
like idle, a higher particle count resulted from the high-sulfur fuel.
Figure 10-37 also provides a comparison of the average GMDs and GSDs obtained for selected APEX-1
tests at idle and at 30 and 85 percent rated thrust. The data presented in the figure were particle-loss-
corrected. As Figure 10-37 shows, the GMDs of the particles produced using high sulfur fuel tend to be
greater than those for the other two fuel types tested. Also, the GMDs obtained with either high-sulfur or
high-aromatic fuel showed little effect from changes in engine power. The GMD for high-sulfur fuel was in
the range of 16-17 nm, the GMD for high-aromatic fuel was between 11-12 nm, and, in contrast, the GMD
for base fuel varied significantly from -11 to 17 nm as the engine power changed. Figure 10 37(b) also
shows that the GSD obtained with base fuel varied by a factor of 1.7 between idle and climb-out power,
where the GSD exceeded 2.3.
10.6 Effects of Engine Type
To investigate the effects of engine type on particle size distribution, Figure 10-38 compares the GMDs
obtained by the different engines tested during the three APEX campaigns. The results, measured by
Nano-SMPS at 30 m behind the engines, are presented in the figure. The PSDs for the CJ610-8ATJ (Test
2 and 5 from APEX-3) and AE3007-A1E (Test 3 and 4 from APEX-3) engines were measured 15 m
downstream of the engines, and are therefore not presented here. The effect of probe position on the PM
emission from jet engines is discussed in Section 10.9 below.
165

-------
3.0E+07 q
Base Fuel (NASA1)
Hi-Sulfur (NASA3)
= 2.5E+07
Hi-Aromatic
NASA4)
2.0E+07
1.5E+07 :
1.0E+07
5.0E+06
0.0E+00
10
Particle Diameter (nm)
100
_ 3.0E+07
jj 2.5E+07
? 2.0E+07
*
5 1.5E+07
Q
o 1.0E+07
¦o
= 5.0E+06
LU
0.0E+00
10
Particle Diameter (nm)
100
4.0E+07
3.5E+07
o
•5 3.0E+07
# 2.5E+07
~ 2.0E+07
o) 1.5E+07
5 1.0E+07
c
hi 5.0E+06
0.0E+00








A




(c









\















/
i














fl\
\














;

\










si
/
/
t


s





10
Particle Diameter (nm)
100
Figure 10-36. Effects of fuel type on PSD for different engine power conditions during APEX-1 for:
(a) idle (7%), (b) climb-out (85%), and (c) approach (30%).
166

-------
(a)
~	Base (NASA-1)
¦ Hi-Sulfur (NASA-3)
~	Hi-Aromatic (NASA-4)
Idle
Climb
Approach
(b)
~	Base (NASA-1)
¦ Hi-Sulfur (NASA-3)
~	Hi-Aromatic (NASA-4)
Idle
Climb
Approach
Figure 10-37. Comparison of the loss-corrected: (a) GMDs; and (b) GSDs for different power
conditions and fuels during APEX-1.
167

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50
45 i
40
35
¦ CFM56-2C (APEX-1 NASAIa)
~	CFM56-7B (APEX-2 T1)
~	CFM56-3B (APEX-2 T2)
~	AE3007A1/1 (APEX-3 T10)
~	P&W 4158 (APEX-3 T6)
~	RB211-535E4 (APEX-3 T9)
30
25
20
15
10
~
—o-
~
-o—
¦-ff-

0 m

Qd
1000 2000 3000 4000 5000
Fuel Flow Rate (kg/h)
6000
7000
8000
Figure 10-38. Comparison of GMDs for different engines.
Figure 10-38 shows that at low fuel flow rates, all the engines had a GMD of about 10-20 nm, which first
decreased and then increased as the fuel flow rate increased. For most of these engines, the GMD was
smallest at the fuel flow rate ranging below -2,000 kg/h. Also, in comparison to the P&W 4158 engine, the
GMD of the RB211 engine increased more sharply as the fuel flow rate increased beyond -3,000 kg/h.
The GSD data for different engines can be compared as shown in Figure 10-39. The GSD results showed
a trend similar to the GMD. All of these observed trends suggest that more accumulation mode particles
were present in the PM emissions when the engines were operated under the higher power settings
(higher fuel flow rate). Figures 10-38 and 10-39 also show that the P&W 4158 and RB211 engines, which
were the largest tested in the APEX campaigns, also had larger GMD and GSD at higher fuel flow rates.
The GMDs of the PM emissions obtained from the six different engines were also compared under the
four ICAO-specified engine operation modes of takeoff, climb-out, approach and idle, as shown in Figure
10-40(a) - (d). The data in the figure are particle-loss-corrected, and only 30-m data are presented for
APEX-3. In Figure 10-40(a), only three engines - CFM56-3B1, AE3007-A1/1 and RB211-535E4-B - have
Nano-SMPS data at 100 percent power thrust for comparison. At takeoff, the GMD of the PM emissions
generally increased with engine size. The larger RB211-535E4-B engine had a GMD of about 30 nm,
followed by 28 nm for the medium-sized CFM56-3B1 engine, with the smaller AE3007-A1/1 engine
having the smallest GMD (11 nm). When the engines operated at climb mode, Figure 10 40(b) shows that
the GMD of the RB211-535E4-B engine decreased to -28 nm and was the largest among all the engines
tested. The larger P&W 4158 engine ranked second at climb-out with a GMD of 26 nm.
168

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3.5
3.0
2.5
2.0
¦ CFM56-2C (APEX-1 NASA1 a)
~	CFM56-7B (APEX-2 T1)
~	CFM56-3B (APEX-2 T2)
~	AE3007A1/1 (APEX-3 T10)
~	P&W 4158 (APEX-3 T6)
~	RB211-535E4 (APEX-3 T9)
~
~
~
~
~
~
1.0
%

asiacD ¦
1 n
~ ~
1000 2000 3000 4000 5000
Fuel Flow Rate (kg/h)
6000
7000
8000
Figure 10-39. Comparison of GSDs for different engines.
When the engines switched to approach mode, the GMD for all of the engines was significantly reduced
as shown in Figure 10 40(c). Figure 10 40(d) shows that the engines at idle also had small GMDs, but the
GMDs measured at idle were slightly larger than those measured at approach mode.
The GSDs obtained by different engines operated under four modes were compared in Figure 10-41 (a) -
(d). Regardless of engine type, the PM emissions at approach and idle modes generally had lower GSD
values, in the 1.3 to 1.5 range, except for the RB211-535E4-B engine, which had a GSD of 1.9 at
approach power. As was the case for GMD, the GSDs increased during takeoff and climb modes. The
only exception to the GSD increase during takeoff and climb modes was for the small AE3007-A1/1
engine, which showed little change in GSD value when the engine operated at climb-out power.
These observations again suggest that the PSDs of PM emissions from the jet engines under both idle
(7% power) and approach (30% power) conditions were unimodal and consisted of primary nuclei
particles. When the engines operated under the takeoff (100% power) and climb (85% power) conditions,
accumulation mode particles were formed and the PSD curves became broader.
169

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40
35
(a) Idle
E 30
| 25
20
15
E
o
O)
O 10
CFM56-2C CFM56-7B CFM56-3B AE3007A1/1	PW4158
o
40
35
E 30
g 25
20
J= 15
d>
E
o
O)
O 10
(c) Climb
CFM56-2C	CFM56-7B CFM56-3B AE3007A1/1	PW4158
40
35
(b) Take-Off
E 30
| 25
20
15
E
o
O)
O 10
CFM56-2C CFM56-7B CFM56-3B AE3007A1/1	PW4158
40
35
(d) Approach
E 30
25
20
J= 15
d>
E
o
O)
O 10
CFM56-2C CFM56-7B CFM56-3B AE3007A1/1	PW4158
Figure 10-40. Comparison of GMD produced by different engines at: (a) idle, (b) takeoff, (c) climb, and (d) approach power.

-------
2.6
(a) Idle
2.6
2.4
r 2.2
2.0
"2 1.8
1.6
1.4
1.2
1.0
(b) Take-Off
CFM56-2C	CFM56-7B	CFM56-3B AE3007A1/1	PW4158	RB211
CFM56-2C CFM56-7B CFM56-3B AE3007A1/1	PW4158	RB211
(c) Climb
1.0
2.6
2.4
r 2.2
2.0
"2 1.8
1.6
1.4
1.2
1.0
(d) Approach
CFM56-2C	CFM56-7B	CFM56-3B AE3007A1/1	PW4158	RB211
CFM56-2C CFM56-7B CFM56-3B AE3007A1/1	PW4158	RB211
Figure 10-41. Comparison of GSD produced by different engines at: (a) idle, (b) takeoff, (c) climb, and (d) approach power.

-------
10.7	Effects of Cold and Warm Engine Conditions
In APEX-2 and APEX-3, the PM emissions were measured under both increasing (cold) and decreasing
(warm) engine power. Figures 10-10 through 10-13 (for APEX-2) and Figures 10-14 through 10-24 (for
APEX-3) show that slight differences were observed in the PSD between cold and warm engine
conditions. To investigate the magnitude of these differences, particle number concentration, GMD and
GSD obtained at different power settings under cold engine conditions were plotted against the
corresponding data under warm engine conditions in Figure 10 42(a), (b) and (c), respectively. Figure 10-
42(a) shows that the particle number concentration data obtained from cold engines were linearly
correlated with the data obtained from warm engines, with a correlation coefficient of 0.91. The straight
line had a slope of 0.925, indicating that the particle number concentrations were ~7 percent lower with
warm engines than they were with cold engines. Figures 10 42(b) and (c) show that the correlation lines
between cold and warm engine conditions have slopes equal to 1 for both GMD and GSD. Engine warm-
up results in fewer particles being emitted, but does not markedly change the particle size distribution.
10.8	Effect of Probe Position on PSD
During the APEX-3 campaign, the effect of sampling probe location on the PM emissions was
investigated in tests T5 and T8. In test T5, the emissions from the CJ610-8ATJ turbojet engine were
sampled at two locations. The data were first collected by the 15-m sampling probe as the engine power
increased step-by-step at the rated thrust levels of 7, 30, 45, 65, 85, and 100 percent. Samples were then
collected by the 30-m probe while the engine power setting was switched in opposite order from 100 to 7
percent. The same procedure was used to compare the results between the 30-m and 43-m probes in
test T8 for the RB211-535E4-B engine. Flowever, the data were comparable only at the power setting
levels of 4, 7, 15, 30, 45 and 65 percent. The engine was tested at up to 85 percent thrust, but the
emissions were only measured at 30 m.
The probe position effects on PM emissions were first investigated by comparing the three characteristic
parameters of the PSDs measured by Nano-SMPS at different distances from the tested engines. Figure
10 43(a) - (c) shows the particle number concentration, GMD and GSD, respectively, plotted against the
engine thrust as measured by the 30-m and 15-m probes during APEX-3 test T5. Figure 10 43(b) shows
that the GMD measured by the 30-m probe was lower than the GMD measured by the 15-m probe under
all the engine power settings, with the exception of 7 percent idle. The GSD measured by 30-m probe, on
the other hand, was greater than the GSD measured by 15-m probe at all power levels. As the plume
moved from 15-m to 30-m downstream of the engine, more nuclei mode particles were formed in the
plume, which reduced the average particle size and widened the size distribution. The exception at idle
seen in Figure 10 43(b) shows that smaller GMDs were obtained from the 15-m probe, indicating
compositional differences in the particles produced at lower power settings. At higher power settings (i.e.,
fuel flow), the engine seems to produce more volatiles, which formed additional nuclei mode particles
from the gas phase as the plume traveled farther downstream of the engine.
172

-------
6.0E+06
g 5.0E+06
£ 4.0E+06
3.0E+06
y= 0.9248x
R2 = 0.9126
= 2.0E+06
« 1.0E+06
0.0E+00
0.0E+00 1.0E+06 2.0E+06 3.0E+06 4.0E+06 5.0E+06 6.0E+06
CN Measured Under Cold Condition (#/cm3)
40
(b)GMD
35
£ 30
20
y = 1.0011x
R2 = 0.9258
0
5
10
15
20
25
30
35
40
GMD Measured Under Cold Condition (nm)
2.4
(c)GSD
2.2
5 2.0
y = 1.0011X
R2 = 0.9258
~ ~
1.0
1.2
1.4
1.6
1.8
2.0
2.2
2.4
GSD Measured UnderCold Condition (nm)
Figure 10-42. Effect of engine operating temperature on: (a) PM number concentration; (b) GMD
and (c) GSD.
173

-------
1.0E+07
o 8.0E+06
=§ 6.0E+06
O 4.0E+06
a) 2.0E+06
0.0E+00
~ 15-m Probe
¦ 30-m Probe
2.4
2.2 ¦
2.0
_ 1.8
Q
(/>
V 1.6
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1.2
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Mil
30
45	65
Rated Th rust (%)
Rated Thrust(%)
n 15-m Probe
¦ 30-m Probe
30
45	65
Rated Thrust(%)
(a)
85	100
~ 15-m Probe
30-m Probe
(C)
85
100
Figure 10-43. Comparisons of: (a) particle number concentration; (b) GMD; and (c) GSD measured
by the 15- and 30-m probes during APEX-3 T5 (Nano-SMPS; line-loss corrected).
174

-------
Figure 10 44(a) - (c) show the particle concentration, GMD and GSD measured using the 30-m and 43-m
probes from APEX-3 test T8 for the RB211-535E4-B engine. The comparison shows similar trends to
those observed in APEX-3 test T5. Figure 10 44(b) shows that the GMDs measured at 43-m were lower
than the GMDs measured at 30 m at power levels greater than 15 percent, again indicating that, at higher
power settings, the formation of fine particles by the nucleation and condensation of volatiles continued to
dominate as the plume moved from the 30- to 43-m probe location. At lower power settings, as was seen
in test T5 for the 15-m and 30-m comparison, the GMD was larger at 43-m than that at 30-m. The GSD
measured by the 43-m probe at power settings above 7 percent was greater than the GSD measured by
the 30-m probe, as shown in Figure 10 44(c), consistent with the observation in APEX-3 test T5. This
result is considered to be mainly a result of the formation of additional sulfate particles from the gas
phase as reported by Wey et al. (2006).
Both Figures 10 43(a) and 10 44(a) show that, at higher power settings, the particle number
concentration decreased as the plume traveled farther downstream of the engine, possibly because of the
dilution of the plume by ambient air during transit.
The effects of probe position on particle number and mass were further investigated using the number-
and mass-based Els derived from the Nano-SMPS measurements in the APEX-3 T5 and T8 tests. Figure
10-45 shows the comparison between the particle number emission indices (EIN) measured by the 15-m
and 30-m probes for test T5 with the CJ610-8ATJ engine and T8 of the RB211-535E4-B engine. Although
the particle number Els varied differently with power settings for these two engines, at lower power
settings the EIN decreased as the probe moved farther from the engine and, at higher power settings, the
EIn increased with distance. The increase in EIN at higher power settings as the plume traveled farther is
probably attributable to the nucleation of volatiles, while the EIN decrease at engine idle may imply some
different mechanism for particle transformation under lower power conditions.
For particle mass emissions, Figure 10-46 compares the mass emission indices (EIM) measured at
different probe positions for APEX-3 test T5 for the CJ610-8ATJ engine and APEX-3 test T8 for the
RB211-535E4-B engine. The figure shows that, for both engines, the EIM values decreased with travel
distance of the plume, and that the trends were consistent for most power setting levels. The only
exception was for the RB211 engine at 4 and 65 percent thrust, where the EIM was higher at the 43-m
probe position than that at 30-m. The decrease in EIM observed here is in conflict with the EIN results
discussed above. This decrease may be partly attributed to the EIM results being converted from the
Nano-SMPS number measurements, which were affected by the PSDs measured. Note also that in
APEX-3 test T5 and T8, the first measurements were made at the probe location closer to the engine
when the engine was operating under the cold condition, resulting in the measurements at the more
distant probe position always being collected under warm engine conditions. The engine condition may
have also affected these results. Additional research would be needed to help explain the above
experimental results.
175

-------
6.0E+06
w 5.0E+06
4.0E+06
3.0E+06
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ro
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~	43-m Probe
(a)
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85
~ 30-m Probe
43-m Probe
Rated Th rust (%)
~ 30-m Probe
43-m Probe
0 1.8
15	30	45
Rated Thrust(%)
Figure 10-44. Comparisons of: (a) particle number concentrations; (b) GMD; and (c) GSD
measured by the 30- and 43-m probes during APEX-3 T8 (EEPS; line-loss
corrected).
176

-------
2.0E+16
CD
D
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O
s
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~ 15-m Probe
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45	65
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85
100
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LU
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RB211-535E4(APEX-3T8)
~ 30-m Probe
¦ 43-m Probe
15	30
Rated Thrust (%)
45
65
Figure 10-45. Effects of probe position on particle number emission indices for a: CJ610-8ATJ
turbojet; and RB211-535E4B turbofan engine.
177

-------
CJ610-8ATJ (APEX-3T5)
~ 15-m Probe
¦ 30-m Probe
-f-
30
45	65
Rated Thrust (%)
85
100
RB211-535E4 (APEX-3 T8)
~ 30-m Probe
¦ 43-m Probe
15	30
Rate Thrust (%)
45
65
Figure 10-46. Effects of probe position on particle mass emission indices for a: CJ610-8ATJ
turbojet; and RB211-535E4B turbofan engine.
178

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10.9 Comparison of PSDs Measured by Different Instruments
The GMD and GSD data of the particle size distributions, as measured by Nano-SMPS and EEPS, were
compared. The comparison of particle number emission indices measured by different instruments was
discussed previously in Section 9 (PM Number Emissions). Figure 10-47 plots the results from the Nano-
SMPS against those of the EEPS under the same test conditions for all APEX-2 and APEX-3 tests.
Therefore, these graphs show the average of tests T1 to T4 from APEX-2 for the CFM56-7B24, -3B1, and
-3B2 engines; and tests T1 to T11 from APEX-3 for the CFM56-3B1, CJ610-8ATJ, AE3007-A1E and -
A1/1, P&W 4158 and RB211-535E4-B engines.
Figure 10 47(a) shows the comparison of GMD results measured by the two instruments. The correlation
line in the figure shows a slope of 0.84, indicating that the GMDs measured by the EEPS were -16
percent smaller than those measured by the Nano-SMPS. For most of the measurement results, a weak
linear correlation between the two instruments can be observed, with a correlation coefficient of -0.6. The
GSD comparison is shown in Figure 10 47(b), where the weak linear correlation between the two
instrument measurements can again be observed (correlation coefficient is -0.5). The slope of the
correlation line is 0.98, indicating that the PSD measurements by the two instruments had nearly the
same standard deviations.
179

-------
50
40
30
~~
y = 0.8417x
R2 = 0.5833
20
~~
CP
10
0
0
5
10
15
20
25
30
35
40
45
GMDby nano-SMPS(nm)
GSD by nano-SMPS (-)
Figure 10-47. Comparison of the GMD and GSD as obtained from Nano-SMPS and EEPS
measurements during all tests conducted during APEX-2 and -3.
180

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11. Black Carbon and PAH Emissions
The PM emissions from aviation gas turbine engines consist of a number of components including black
carbon (BC) as well as other organic compounds, inorganic acids and salts, etc., which are generated
during the combustion process. In the APEX test series, black carbon was continuously monitored using
a Magee Aethalometer and particle surface-bound PAHs were continuously monitored by a PAS 2000
instrument. The data collected from these two analyzers are summarized in this section with details
provided in Appendix G. All results provided were background-corrected using data collected before/after
each test.
However, the quality of the data collected by the aethalometer and PAH analyzer was generally poor. The
data were highly variable and often did not respond to changes in engine power. Therefore, only selected
data are being presented here for the sake of completeness and the analysis of trends. All continuous BC
and PAH results should be used with extreme caution and certainly should not be used in absolute terms.
11.1 Black Carbon Emissions
The black carbon (BC) content in PM emissions was continuously monitored by the Magee Aethalometer
for all the three APEX campaigns. The data were recorded every second. The time-series BC
concentration data for individual tests are presented in Figures 11-1 to 11-8. In the figures, the black lines
represent the recorded black carbon concentration and the rated power thrust was plotted using the
second y-axis. Also note the very high degree of variability in the data produced by the aethalometer.
Figure 11-1 consists of the results of four tests: EPA-1, EPA-2, NASA-1, and NASA-1a of APEX-1
campaign. These tests were conducted with the same CFM56-2C1 engine and base jet fuel. The BC
concentrations measured for EPA-2 and NASA-1 a were well correlated to the variation in engine power
thrust. The responses for the EPA-1 and NASA-1 tests were poor and may have been caused by the
crosswind background interference.
The CFM56-2C1 engine was also tested with high-sulfur fuel during APEX-1 tests EPA-3, NASA-2 and
NASA-3. The BC concentrations recorded for NASA-2 were found to be unrealistically high during some
of the test period, and the BC data for EPA-3 and NASA-3 did not correlate well with the power settings.
Therefore, these tests were not used in the data analysis.
Figure 11-2 shows the BC concentrations measured for the CFM56-2C1 engine with high-aromatic fuel.
The two APEX-1 tests, NASA-4 and NASA-5, are presented in the figure. The data show some
correlation between the BC concentration and the rated power thrust, though there was large fluctuation
in these tests.
181

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The BC concentration results of APEX-2 T1 and T4 tests for the CFM56-7B24 engine are shown in Figure
11-3, with the results of the T2 and T3 of APEX-2 and the T1 and T11 of APEX-3 presented in Figure
11-4. As shown, there is some correlation of the BC measurements with power changes.
Figure 11-5 presents the results of APEX-3 T2 and T5 for the CJ610-8ATJ engine. The discrepancy
between the BC concentration change with ascending and descending power variation were believed to
be caused primarily by the probe position change. The probe position was changed during these two
tests. This change in the probe position will be discussed further in a later subsection.
Figures 11-6, 11-7, and 11-8 are the results for the AE3007-A series, P&W 4158 and RB211 engines,
respectively, during APEX-3. The BC concentrations recorded in these tests show good correlation with
power change. The results of the test T8 of APEX-3 in Figure 11-8 were obtained from the two probe
positions. The effect of probe position will be discussed later.
The tests during which the black carbon monitoring results were not correlated to engine power are
indicated in Table 11-1. Also note that all data presented are uncorrected for losses in the sampling iines
since this parameter was not measured during the line loss determination.
APEX
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182

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APEX-1 campaign for the CFM56-2C1 engine with high-aromatic fuel.
183

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campaign for the CFM56-7B24 engine.
184

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T1 and T11 of APEX-3 for the CFM56-3B series engine.
185

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m
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CJ610-8ATJ turbojet engine.
186

-------
i "¦«»
§
I
o
s
¦9
5
0.02
Cj.'Ijwi)
•Rite J TErus.1
2:00	2:3S
Tint* of Day
0.1*6
0.100
§
1
0.000
0.00
22: f* 22: ¥>
«
2S:I0	23:49	9:1i>	9:40
TtneofDag/
sue Cirbcn
APEX-3T1Q
rr
111
93* ¦}:« 0:57 t:12 1:2* IsM 1:55 2:M 1:24
TlnwcTDiw
Figure 11-6. Time-series black carbon concentration data for the APEX-3 T3 and T4 for the
AE3007A1E engine and T10 for the AE3007A1/1 engine.
187

-------
0.7*
QM
0.90
040
0.30
0.20
0.10
0.00
APEX-3T6
Aja^
N
S
jS
]£
jUUL
Black Carbon
Rated Thrust
¦ 00
100
$0
£
-40
- 20
15:9? 14:24
14:92 19:21
Time of Pay
19:50 10:19
0.00
0.50
040
0.30
0.20
0.10
0.00
APEX-3T7
-Black Carbon
Rated Thrust
fl
Hi
Y
"wjy
*
%
¦80
VI
ui
100
§0
t
-40
20
17:09 17:24
17:$$ 17:92
Time of Day
15:07 19:21
Figure 11-7. Time-series black carbon concentration data for the APEX-3 T6 and T7 for the P&W
4158 engine.
188

-------
1.20
1.00
0.80
0.00
OM
0.20
0.W
- APEX-3 TS
n
	Black Carbon
	Rated Thrust |



~




ri




IP

1

--






Iri
•



i hi i


21:$$ 21:47 22:01 22:19 22:30 22:4? 22:5
Tim* of Day
100
¦ $0
49
29
P
I
100
Black Carbon
Rated Thrust
APEX-3 T9
w
20:19	20:45	21:14	21:4?
Tim* of Pay
22:12
€
I
Figure 11-8. Time-series biack carbon concentration data for the APEX-3 T8 and T9 for the
RB211-535E4-B engine.
189

-------
Table 11-1. Black Carbon Monitoring in APEX Tests
Campaign
Aircraft
Engine
Fuel
Probe Position
Concentration
APEX
Test No.
Type
correlated with
engine power?b

EPA-1a



30-m
N

EPA-2


Base
30-m
Y

NASA-13


30-m
N

NASA-1 a



30-m
Y
1
EPA-3
DC-8
CFM56-2C1

30-m
N

NASA-2


Hi-S
30-m
N

NASA-3



30-m
N

NASA-4


Hi-A
30-m
Y

NASA-5


30-m
Y

T1
B737-
CFM56-7B24

30-m
Y
2
T4
700

30-m
Y
T2
B737-
CFM56-3B1

30-m
Y

T3
300
CFM56-3B2

30-m
Y

T1a
B737-
CFM56-3B1

30-m
N

T11
300

30-m
Y

T2
NASA
Lear
Model
25
CJ610-8ATJ
turbojet

15-m
Y

T5
Fleet
30-m/15-m
Y

T3

AE3007A1E

15-m
Y
3
T4
Embraer
EMB145

15-m
Y

T10

AE3007A1/1

30-m
Y

T6
A300
P&W4158

30-m
Y

T7

30-m
Y

T8
B757
RB211-

30-m/43-m
Y

T9
535E4-B

30-m
Y
a Indicates the tests with high cross wind in background.
b N = no; Y = yes.
190

-------
11.1.1 Effect of Fuel Flow Rate and Engine Thrust
The effect of fuel flow rate on the BC emission index was investigated. By averaging the fuel flow rates
and BC concentration readings that were recorded under the same rated power within a test, the average
BC concentrations as well as the corresponding average fuel flow rates at various power levels were
calculated for each test. The average BC emission indices were then calculated from the average C02
concentration and summarized in Table G-1 in Appendix G. Figures 11-9 to 11-15 plot the BC emission
index as a function of fuel flow rate. Note that only the results obtained from the 30-m probe are
discussed here. The effect of probe position will be discussed later.
In these figures, the results of different tests with the same engine and fuels were plotted for comparison.
Figure 11-9 shows the large uncertainty in the APEX-1 black carbon measurement. In comparison, the
BC measurements for the APEX-2 and APEX-3 campaigns, shown in Figures 11-10 to 11-15, were much
better. These figures show that the fuel flow rate had effects on the BC emission index similar to those
observed for the PM mass emission index. A U-shaped curve of El vs. fuel flow was determined where
the emissions are slightly elevated near idle, decreases to a minimum at mid-range power, and then
increases to the maximum at climb-out or take-off power.
Five engines in this study had black carbon emission data collected at 30-m for the four ICAO- specified
engine powers: idle (7%), takeoff (100%), climb (85%), and approach (30%). These five engines are
CFM56-2C1, CFM56-3B series, CJ610-8ATJ, AE3007A1/1, and RB211-535E4-B. The data for the
AE3007A1/1 engine collected at 8.4 percent rated thrust were used to represent the results of the idle
engine condition and were compared with the data of the other engines at seven percent rated thrust. The
emission indices derived from the black carbon measurements under the same engine thrust were
averaged and summarized in Table 11-2.
The effects of the LTO engine cycle on the BC emission index for different engines are illustrated in
Figure 11-16. This figure shows the same trend of BC El with the change in engine power, although the
absolute El values were different for the different engines at the same engine power. In general the BC
emission indices were the highest at takeoff and climb and became the lowest when the engine was at
idle and approach modes. The engines operated under approach mode emitted slightly more or less
black carbon than under idle. These results are consistent with those reported by Wey et al. (2006) and
Lobo et al. (2007) for APEX-1 and -2. The reported results indicate that the BC emissions are generally
greater at higher engine power.
191

-------
600
a) 500
400
CFM56-2C
Base Fuel
AAPEX-1 EPA2
•APEX-1 NASA-la
'u) 300
200
100
500 1000 1500 2000
Fuel Flow Rate (kg/h)
2500
3000
3500
600
a) 500
400
'u) 300
200
100
CFM56-2C
High-Aromatic
~ APEX-1 NASA-4
AAPEX-1 NASA-5
500 1000 1500 2000 2500
Fuel Flow Rate (kg/h)
3000
3500
Figure 11 -9. Black carbon emission index as a function of fuel flow rate for the CFM56-2C1
engine during APEX-1.
192

-------
700
600
500
400
300
¦2 200
100
-
CFM56-7B
~ APEX-2 T1
i APEX-2 T4


¦


:

i
i
:
i
~
i
~






*
¦ j



¦

1
'
~
1000	2000	3000
Fuel Flow Rate (kg/h)
4000
5000
Figure 11-10. Black carbon emission index as a function of fuel flow rate for the CFM56-7B24
engine.
1600
0)
.3 1400
£ 1200
X

E
m 600
c
o
n
to 400
O
o
JS 200
CO
0
0 500 1000 1500 2000 2500 3000 3500 4000
Fuel Flow Rate (kg/h)
Figure 11-11. Black carbon emission index as a function of fuel flow rate for the CFM56-3B series
engine.

CFM56-3B
~	APEX-2 T2
A APEX-2 T3
•	APEX-3 T11











l
k



i


~
<
1

i
i 1 j
1


Hi * f


193

-------
CJ610-8ATJ
~ APEX-3 T5


4
~





«
~


1 ^
~
i
i i i i i
~
i i i i i i i i i i i i -i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—i—
200 400 600 800 1000
Fuel Flow Rate (kg/h)
1200
1400
Figure 11-12. Black carbon emission index as a function of fuel flow rate for the CJ610-8ATJ
turbojet engine.
350
o
¦2 300
U)
O)
-§¦ 250
3
¦o
f 200
o
"t/>
t/>
E 150
LD
C
O
¦S 100
ro
O
ro 50
OQ
0
0	200 400 600 800 1000 1200 1400
Fuel Flow Rate (kg/h)
Figure 11-13. Black carbon emission index as a function of fuel flow rate for the AE3007A1/1
engine.
AE3007A1/1
~ APEX-3 T10
:


-



-

4
4
~
~
i
~





-
4
~ ,
4
~


I I I I
¦ ¦¦¦I
4
>
¦ i ¦ i i
¦ i ¦ ¦ ¦ i ¦ ¦ ¦ ¦ i i i i i
194

-------

-------
Table 11-2. BC Emission Indices at the LTO Power Levels for Different Engines
Engine
Test Average
Engine Cycle
BC
El
SD
mg/kg
mg/kg
CFM56-2C1
APEX-1 EPA-2
& NASA-1 a
Idle (7%)
33.6
46.2
Takeoff (100%)
71.2
81.6
Climb (85%)
402
113
Approach (30%)
99.5
174
CFM56-
7B24
APEX-2 T1&T4
Idle (7%)
260
204
Takeoff (100%)
-
-
Climb (85%)
406
168
Approach (30%)
111
60.9
CFM56-3B
series
APEX-2 T2&T3
APEX-3 T11
Idle (7%)
333
92.6
Takeoff (100%)
734
58.5
Climb (85%)
718
236
Approach (30%)
205
27.1
CJ610-8ATJ
APEX-3 T5
Idle (7%)
137
651
Takeoff (100%)
808
378
Climb (85%)
853
106
Approach (30%)
289
72.3
AE3007A1/1
APEX-3 T10
Idle (8.4%)
108
192
Takeoff (100%)
190
97.3
Climb (85%)
154
77.4
Approach (30%)
53.6
85.1
P&W4158
APEX-3 T6&T7
Idle (7%)
209
229
Takeoff (100%)
-
-
Climb (80%)
386
135
Approach (30%)
35.4
60.5
RB211-
535E4-B
APEX-3 T8&T9
Idle (7%)
142
172
Takeoff (100%)
665
140
Climb (85%)
873
65.9
Approach (30%)
191
72.6
196

-------
1000
900
800
700
600
500
400
300
200
100
0
~	CFM56-2C
¦	CFM56-7B
~	CFM56-3B
~	CJ610-8ATJ
~	AE3007A1/1
¦	P&W 4158
~	RB211
El
m
Idle (7%)
Takeoff (100%) Climb (85%) Approach (30%)
Figure 11-16. Effect of engine cycle on BC emission index for multiple engine types.
11.1.2 Effect of Fuel Composition
To investigate the effects of fuel type on the BC emissions, the APEX-1 test results with different types of
fuels were evaluated. Figure 11-17 compares the BC emission indices for the base and high-aromatic
fuels. The BC emission indices in the figure are the average values obtained from the data at the same
rated thrust levels for the same fuel. For the base fuel, the data from the APEX-1 test NASA-1a were
averaged, and the data for the high-aromatic fuel were from the test NASA-5. There were no BC data for
the high-sulfur fuel tests in the comparison because, as discussed previously, the BC measurements for
tests EPA-3, NASA-2 and NASA-3 were not reliable. The BC emission index data for each fuel type were
plotted against fuel flow rate. The fuel type appeared to have little effect on the BC emission index. The
difference in BC emission indices between the base fuel and the high-aromatic fuel was insignificant in
comparison to the experimental errors.
To assess the effect of sulfur content, the black carbon emission indices obtained from all the tests with
the CFM56 engine were plotted in Figure 11-18 against the sulfur content in the fuel, including the data
obtained from the -2C1, -3B, and -7B24 models in all the three APEX campaigns. The BC emission
indices are the averages at the same engine rated thrust level and fuel sulfur content. The figure shows
that, unlike the PM mass emission index, the BC emission index was not directly correlated to the sulfur
content of the jet fuel. Our finding that BC El is independent of fuel type is consistent with the
observations of other APEX investigators (Lobo et. al., 2007).
197

-------

~ Base Fuel
A Hi-Aromatic
CFM56-2C








<
~





k
k


i
i
i
k






k
i

i

I

I
i



i
4
>



<


i
~

500 1000 1500 2000 2500
Fuel Flow Rate (kg/h)
3000
3500
Figure 11-17. Comparison of black carbon emission indices obtained from different types of fuel
for the CFM56-2C1 engine during APEX-1.
1600
= 1400
4—
|> 1200
¥
¦O 1000
_c
c
O
tn 800
w
^ 600
O
n
3 400
o
TO _ _ _
5 200
0
0	500	1000	1500	2000
Sulfur Content in Fuel(ppm)


~	7% Rated Thrust
¦ 30% Rated Thrust
' 85% Rated Thrust
•	100% Rated Thrust
-




i



I
1



<
i
*
k


i
<
' * .
~ ¦

.
>
1
1
1
J
<
1 "
1
1

Figure 11-18. Effect of sulfur content in fuel on BC emission index for all CFM56 engines tested.
198

-------
11.1.3 Effect of Engine Type
The average BC emission indices obtained from the different engine types tested were compared in
Figures 11-19 for the four ICAO engine power levels: idle, take-off, climb, and approach. Only the data
with the base fuel or fleet fuel and measured at the 30-m sampling location were presented here. The
data for the tests EPA-1 and NASA-1 of APEX-1 and the test T1 of APEX-3 were not used as discussed
previously. The data are averages from the different tests with the same engines. The lowest rated thrust,
8.4 percent, for the AE3007-A1/1 engine, was used as the idle condition and compared with the other
engines at 7 percent rated thrust. For the P&W4158 engine, the data available at 80 percent rated thrust
were averaged and compared with the other engines at 85 percent rated thrust. There were no data
available at engine take-off (100%) thrust for the CFM56-7B24 and P&W4158 engines. The fuel flow rate
is also presented in the figure using the second y-axis. Again note that the fuel flows provided are
averages for only those test periods where valid BC data were available and may not match those shown
earlier in Table 7-2.
The figure shows that the larger engines did not always produce the most BC. In fact, the CJ610-8ATJ
turbojet, which is the smallest engine with older combustor technology, had highest BC emission indices
except for idle. The large error bars in the figure indicate that the BC emission data measured in this
study were highly variable. It is therefore difficult to make any clear conclusion from the above
observations. More accurate data than can be provided by the aethalometer are needed to reach clear
conclusions.
11.1.4	Effect of Cold and Warm Engine Conditions
In Figure 11-20, all of the BC emission index data under the cold engine condition were plotted against
the equivalent indices obtained for the same engine type and the same engine power but under the warm
condition. The black diagonal line in the figure represents the 1:1 relationship where the emission indices
under cold and warm conditions are identical. The figure also shows the linear regression results (see the
pink line). The correlation line has a slope of 0.947, indicating that the BC emission indices were
approximately 5 percent lower after engine warm-up. Therefore, the warm-up of engines can improve
carbon burn-off.
11.1.5	Effect of Probe Position
In the APEX-3 campaign, the effect of the sampling probe distance from the test engine was investigated.
The emissions were collected at both 15 m and 30 m in test T5 for the CJ610-8ATJ engine and at 30 m
and 43 m in test T8 for the RB211-535E4-B engine. In the test T5, the data were first collected at 15 m
while the engine power increased in five steps from 7, 30, 45, 65, 85 to 100 percent rated thrust, and then
collected at 30 m with the engine power setting varied stepwise downward from 100 to 7 percent. The
same experimental procedure was used in Test T8, but the rated thrust settings were between 4 and 85
percent in six steps.
199

-------
ro
o
o
900
~ 800
a>
3
§ 700
o>
E
^ 600
d>
•a
c 500
o
t/)
W
¦g 400
LU
C
% 300
ro
O
200
ro
m
100
o
1200
"a5
3 1000
t
O)
E
800

&
5
o
1000 t
O)
3
u_
500
CFM56-2C CFM56-7B CFM56-3B CJ610-8ATJ AE3007A1/1 P&W4158
CFM56-2C CFM56-7B CFM56-3B CJ610-8ATJ AE3007A1/1 P&W4158
Figure 11-19. Effect of engine type on BC emission index for multiple engine types.

-------
1400
U)
1200
U)
E
c
~ 1000
y = 0.947x
R2= 0.8006
c
o
o
E
800
600
LU
c
o
¦£ 400
ro
O
O
J2 200
m
0
200
400
600
800
1000
1200
1400
Black Carbon El at Cold Condition (mg/kg)
Figure 11-20. Effect of engine cold and warm condition on BC emission index.
The BC emission indices obtained from the different sampling positions for these two engines are
compared in Figure 11-21. The results show that the BC emission indices of the CJ610-8ATJ engine
obtained at 15 m were always higher than the indices obtained at 30 m except for idle. For the RB211-
535E4-B engine, the BC emission index was lower at idle and at a rated thrust >65 percent but was
higher at 30 or 45 percent rated thrust when the sampling probe changed from 30 m to 43 m. The reason
for higher BC emissions when the probe was closer to the engine is currently unknown. However, this
result is consistent with the results of measurements of particulate mass based emission indices
discussed in Section 10, where EIM decreased as the probe distance increased. Since the BC El should
not be affected by probe distance, further study without complication by engine cold and warm operating
condition is required.
11.1.6 Test-Average Black Carbon Emission Index
The test-average black carbon emission indices are summarized in Table 11-3. The available test-
average PM mass emission indices and the percentage non-volatile PM obtained from the Teflon filter
sampling are also presented in the table. The percentage black carbon in PM as shown in the table for
each test was obtained by dividing the BC El by the PM El. The comparison shows that the percentage
black carbon in PM for most of the APEX tests was higher than the percentage non-volatile PM measured
from the Teflon filter/thermal denuder sampling. This result implies that there were significant non-volatile
PM losses in the thermal denuder. The test-average rated power and fuel flow rate for each test shown in
Table 11-3 were evaluated by taking account of both the time at each power setting and the time for
transition from one power setting to another.
201

-------

DJ610-8AT
~ 30-m"15-n
J


I
I
1
<
»

1





<
.
~


<
! <
~
<
	¦

200	400	600	800
Fuel Flow Rate (kg/h)
1000
1200
1400
RB211-535E4
~ 30-m"43-rr
1000 2000 3000 4000
Fuel Flow Rate (kg/h)
5000
6000
7000
Figure 11-21. Effect of probe position on BC emission index for the CJ610-8ATJ and
RB211-535E4B engines.
202

-------
Table 11-3. Test-average PM and BC Els and BC Fraction in PM




Rated
Fuel
Teflon Filter
Black Carbon
APEX
Test
Engine
Fuel
Thrust
Flow
PM El
Non-
Volatile
El
BC/PM




%
kg/h
mg/kg
%
mg/kg
%
1
EPA-1


19.5
785
107
32.0
Fail

1
EPA-2

Base
18.8
770
305
38.0
71.3
23.4
1
NASA-1

Fuel
22.6
635
N/A

Fail

1
NASA-1 a


45.1
1559
N/A

166

1
EPA-3
CFM56-2C1

20.4
797
447
30.7
301
67.4
1
NASA-2

Hi-Sulfur
38.4
1279
443
20.7
Fail

1
NASA-3


38.6
1277
Fail

1
NASA-4

Hi-
36.2
1197
219
34.5
153
70.0
1
NASA-5

Aromatic
35.3
1244
168
77.0
2
T1
CFM56-

30.1
1264
Fail

237

2
T4
7B24

30.1
1264
Fail

282

2
T2


31.5
1201
Fail

464

2
T3
CFM56-3B

30.4
1199
Fail

288

3
T1
series

36.7
1352
N/A

Fail

3
T11


31.1
1161
267
20.6
275
§
3
T2
CJ610-8ATJ

47.4
618
N/A

592

3
T5
Fleet
Fuel
41.0
566
N/A

584

3
T3
AE3007A1E

39.3
523
116
38.2
62.5
53.9
3
T4

43.1
554
137
§
3
T10
AE3007A1/1

45.0
550
N/A

101

3
T6
P&W4158

28.5
2344
268
46.4
198
73.7
3
T7

35.0
2968
198
73.7
3
T8
RB211-

27.5
2087
N/A

667

3
T9
535E4-B

34.2
2473
384
59.1
559
§
§ BC/PM percentage exceeds 100%.
203

-------
11.2 PAH Emissions
The particle surface-bound PAH was monitored by the PAS 2000 during all the APEX tests. The data
were recorded every second. The time-series PAH concentration data for each test are presented in
Figures 11-22 to 11-29. In these figures, the PAH concentrations were plotted as black lines. The rated
thrust for each test was plotted as a pink color line using the second y-axis. Again note the variable, and
sometimes erratic, data produced by the PAH analyzer which were difficult to analyze and significantly
impacted the resulting Els.
Figure 11-22 shows the results of four tests: EPA-1, EPA-2, NASA-1, and NASA-1a of APEX-1 campaign.
These tests were conducted with the same CFM56-2C1 engine and the same base jet fuel. The PAH
concentrations measured for the tests EPA-2 and NASA-1 a generally tracked with changes in engine
power. The EPA-1 and NASA-1 tests may have been influenced by the strong crosswind.
PAH concentration data for the CFM56-2C1 engine with high-sulfur fuel were collected during APEX-1
Tests EPA-3, NASA-2, and NASA-3. However, as was the case for BC with these tests, the data were
found to be unreliable and were not used in the data analysis.
Figure 11-23 shows the PAH concentrations measured for the CFM56-2C1 engine with high-aromatic
fuel. The NASA-4 and NASA-5 tests of APEX-1 are presented here. The data show some correlation
between the PAH concentration and the percentage thrust, though large fluctuations were observed.
The PAH concentration results for APEX-2 T1 and T4 tests for the CFM56-7B24 engine are shown in
Figure 11-24 and the results of the T2 and T3 of APEX-2 and the T1 and T11 of APEX-3 are presented in
Figure 11-25. Figure 11-26 presents the results of APEX-3 T2 and T5 for the CJ610-8ATJ engine and
Figures 11-27, 11-28, and 11-29 are the results for the AE3007A, P&W 4158 and RB211 engines,
respectively. The tests during which the PAH monitoring results were not correlated to engine power for
all the APEX tests are summarized in Table 11-4. Also note that all data presented are uncorrected for
sampling line losses.
204

-------
AHfcX-lfcHA-1
-PAH
-HaledThrjrt 1
"™ I
: 1
1Sfi
"40 § ® IOC
; " f
12:08 12:39 13:08 13:30 14: «o 14:30 1S:00 l$:30 te:oa
Tim* 4f Day
APEX-1 EPA-2
L
..II, -^1
-pw
-RjffdThfusl

lb.
mm iitii
2
4
-100
APEX-1 NA3A-1
APEX-1 MAS A -1 j
f? 20®
S? 200
3 ?
40 f £ 10C
11:45 12:14 12:43 13:12 15:40 14cOS> 14:38
Time Doty
f:33
8:24
s:32	9:21
Tine of Day
9:5#
Figure 11-22. Time-series PAH concentration data for tests EPA-1, EPA-2, NASA-1, and NASA-1a
of APEX-1 campaign for the CFM56-2C1 engine with base fuel.
205

-------
29*
200
1	U
APEX-1 NASA-4
T
Rated Thrust
12:4? 13:13
13:4$ 14:13
TlimofDay
14:43 15:13
&
250 1
m 200
10Q
PAH
Rated Thrust
APEX-1 NASA-5
m
»:30 10:04 10:33
Time of Day
F
I
Figure 11-23. Time-series PAH concentration data for tests NASA-4 and NASA-5 of APEX-1
campaign for the CFM56-2C1 engine with high-aromatic fuel.
206

-------
999
450
4»0
350
309
250
ZW
159
100
50
APEX-2 T1 ,
	PAH
Rated Thrust L


























kr

. 1

1
w

r

¦



J»lh







/






100
80
00
40
1:55
2:24
2:92	3:21
Time of Day
3:50
4:10
1200
1000
§00
600
O
ji 400
200
APEX-2 T4
n

	PAH
Rated Thrust




L





-


/
|t)


1
"










	

UL.


V
" "—I	1	1	T
"¦ §0
100
€-
40
¦ 20
23:31 0:00
0:2?
0:57
Time of Day
1:20 1:55
2:24
Figure 11-24. Time-series PAH concentration data for tests T1 and T4 of APEX-2 campaign for the
CFM56-7B24 engine.
207

-------
5 t	0:00
0:2®	9:^
Tim* AfDay
1:26	1:55
f.
0 -
17:06

ftjltii T?n«vl
rt
17: tt

I
fs:07	1S:3«
TimeaTOay
19:M
s
i
5 *00
APEX-273 —™
PlTfiJ ThfUJI

w

L






, I




^ I f




3-W^

r-n*l

K441
<* i
E
J—
in
40 §
as
20
3:07	3:36
4:0*	4:M
nmofDay
5:02	5:31
£
& 500
2)0
-PAH
-ftiwd Thrust
fa
0 -
14:12
<—4.. .r
» g
1
p
-
« |
u
16:36
16:55
Time of Doy
17:0$	17:24
Figure 11-25. Time-series PAH concentration data for tests T2 and T3 of APEX-2 and T1 and T11
of APEX-3 for the CFM56-3B series engines.
208

-------
1200
100
RAM
Rated Thrust
APEX-3 T2

17:09 17:24 17:?$
17:52 1S:07
Tims 
-------
WEX4TJ
«w> -
21.19
25: f 9	r3:»
TlraeofDay
fl^tx-3 no
S 255
u 13®
IMO
flPEX*3T4
- SO
2:09	2:3»
TkrneefDay
Figure 11-27. Time-series PAH concentration data for the APEX-3 T3 and T4 for the AE3007A1E
engine and T10 for the AE3007A1/1 engine.
210

-------
1200
1000
soo
$00
400
200
APEX-3 TS
-PAH
Rated Thrust

>HWW

f
A
ill
¦ so
V,
¦ oo


100
£
- 40
- 20
1$:?? 14:24
14:92 15:21
TlimofDay
19:90 10:10
1200
1000
§00
000
400
200
APEX-3 T7
-PAH
Rated Thrust

, , , , rr*Aw
H

n
f

¦ so
V
-¦ 00
ir:oo ir:24
'1,1 i i ¦ i i
ir:?s 17:92
This of Day
f
100
40
e
I
- 20
i$:or 1S:21
Figure 11-28. Time-series PAH concentration data for the APEX-3 T6 and T7 for the P&W 4158
engine.
211

-------
EP
1290
100C'
199

PAH
Rated Thrust
APEX-3 T8
£
i	—	t	1-	I	I	I
21:33 21:47 22:01 22:1$ 22:39 22:4? 22:5
Time 
-------
Table 11-4. PAH Monitoring in APEX Tests
Campaign
Aircraft
Engine
Fuel
Probe
Concentration
APEX
Test No.
Type
Position
Correlated with
Engine Power?b

EPA-1



30-m
Na

EPA-2


Base
30-m
Y

NASA-1 a


30-m
N

NASA-1



30-m
Ya
1
EPA-3
DC-8
CFM56-2C1

30-m
N

NASA-2


Hi-S
30-m
N

NASA-3



30-m
N

NASA-4


Hi-A
30-m
Y

NASA-5


30-m
Y

T1
B737-
CFM56-7B24

30-m
Y
2
T4
700

30-m
Y
T2
B737-
CFM56-3B1

30-m
Y

T3
300
CFM56-3B2

30-m
Y

T1
B737-
CFM56-3B1

30-m
Ya

T11
300

30-m
Y

T2
NASA
Lear
Model
25
CJ610-8ATJ
turbojet

15-m
Y

T5
Fleet
30-m/15-
m
Y

T3

AE3007A1E

15-m
Y
3
T4
Embraer
EMB145

15-m
Y

T10

AE3007A1/1

30-m
Y

T6
A300
P&W4158

30-m
Y

T7

30-m
Y

T8
B757
RB211-
535E4-B

30-m/43-
m
N

T9


30-m
N
a. indicates tests not used due to high cross wind in background.
b. N = no; Y = yes.
213

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11.2.1	Effect of Fuel Flow Rate
The relationship between the PAH concentration and fuel flow rate was investigated. The PAH
concentration readings and corresponding fuel flow rate data under the same rated thrust were averaged
within the test and the results summarized in Table G-2 in Appendix G. The PAH emission indices for
various tests were then calculated from average C02 and plotted as a function of fuel flow rate as shown
in Figures 11-30 to 11-35. Only the results obtained from the 30-m probe are presented in the figures.
The results of different tests for the same engine and same fuel were plotted together for comparison.
These figures show that the PAH emission index varied with the fuel flow rate in a pattern similar to that
observed for black carbon. The PAH El was slightly elevated at low fuel flow (engine power), reached a
minimum at mid-range fuel flow (500-2000 kg/h, depending on the type of engine), and increased with
fuel flow at high engine power.
11.2.2	Effect of Fuel Composition
The effects of fuel composition on the PAH emissions were investigated using the data available from the
APEX-1 campaign. The base fuel data were from the Tests EPA-2 and NASA-1a and the high aromatic
fuel were from the NASA-4 and NASA-5 tests. The high sulfur fuel results for Test EPA-3 were not used
for the reasons discussed above. For each type of fuel, the PAH El values and corresponding fuel flow
rate at the same rated thrust levels were averaged and compared in Figure 11-36. The figure shows that
the base fuel had highest PAH emission index. This observation seems to suggest that the PAH
emissions are primarily determined by factors other than just the aromatic content of the fuel. However,
this preliminary finding needs further investigation.
214

-------

~ APEX-1 EPA-2
AAPEX-1 NASA-1a





i


4
j I
~






l
i









i
~ a

500 1000 1500 2000 2500
Fuel Flow Rate (kg/h)
3000
3500

~ APEX-1 NASA-4
AAPEX-1 NASA-5






















i



<
i
~



i





i	~. . »		 	
	1	1	1	1	1	1	1	
0	500 1000 1500 2000 2500 3000 3500
Fuel Flow Rate (kg/h)
Figure 11 -30. PAH emission index as a function of fuel flow for the CFM56-2C1 engine while
burning: (a) base fuel; and (b) high-aromatic fuel.
215

-------
~ APEX-2T1
AAPEX-2 T4
4-
1
~
—At
1000	2000	3000
Fuel Flow Rate (kg/h)
4000
5000
Figure 11-31. PAH emission index as a function of fuel flow for CFM56-7B24 engines.
~	APEX-2T2
AAPEX-2 T3
•	APEX-3T11
t

~ ~
i • i i i
-I	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1	1 I I I
0 500 1000 1500 2000 2500 3000 3500 4000
Fuel Flow Rate (kg/h)
Figure 11 -32. PAH emission index as a function of fuel flow for CFM56-3B series engines.
216

-------
~ APEX-3 T5(30-m only)
+
T
200 400 600 800 1000
Fuel Flow Rate (kg/h)
1200
1400
Figure 11 -33. PAH emission index as a function of fuel flow for the CJ610-8ATJ turbojet engine.
~ APEX-3T10
T
-4
+
200 400 600 800 1000
Fuel Flow Rate (kg/h)
1200
1400
Figure 11-34. PAH emission index as a function of fuel flow for the AE3007-A1/1 engine.
217

-------
1.6
1.4 --I
<1)
3
4—
U)
O)
£
X
0)
73
c
c
o
'in
(A
E
LU
X
<
D.
1.2
1.0
0.8
0.6
0.4
0.2
0.0
~ APEX-3T6
AAPEX-3T7

F
0 1000 2000 3000 4000 5000 6000 7000 8000
Fuel Flow Rate (kg/h)
Figure 11-35. PAH emission index as a function of fuel flow for the PW4158 engine.
0.5
o 0.4
O)
O)
— 0.3
x

-------
11.2.3	Effect of Engine Cycle
Like black carbon discussed previously, the PAH emission data collected at 30 m from the CFM56-2C1,
CFM56-3B series, CJ610-8ATJ, AE3007A1/1 and RB211-535E4-B engines under the four ICAO-
specified engine thrusts representing idle (7%), takeoff (100%), climb (85%) and approach (30%) were
used to investigate the effects of the LTO engine cycle. The data for the AE3007A1/1 engine collected at
a rated thrust of 8.4 percent were used to represent the results of idle engine condition and compare with
the data of the other engines at 7 percent rated thrust. The average emission index results derived from
the PAH measurements were averaged for each of the four power levels and summarized in Table 11-5
for the individual engine types.
The PAH emission indices derived from the measurement data for the CFM56-2C, CFM56-3B, CFM56-
7B24 and CJ610-8ATJ engines had a trend similar to the trend shown in Figure 11-37(a)-(c). The engines
all showed lower PAH El values when engine was at idle and approach and higher PAH El values when
the engines were at take-off and climb-out. Also, the CJ610-8ATJ had the highest PAH El except at idle.
Figure 11-37 also shows the PAH emissions from the AE3007A1/1 and PW4158 were affected differently
by engine power. The AE3007A1/1 and PW4158 engines had the highest PAH emission index at idle,
comparable to the PAH emission index observed at climb-out and take-off. The differences observed
could have been caused by differences in engine technology or may simply be experimental errors as the
large error bars in the figure suggest.
11.2.4	Effect of Engine Type
The average PAH emission indices obtained from the different engine types tested were compared in
Figure 11-38. Only the data with the base fuel or fleet fuel and measured at the 30-m sampling location
were presented here. The data for the Tests EPA-1 and NASA-1 of APEX-1 and Tests T1, T8 and T9 of
APEX-3 were not used due to lack of response to changes in engine power as mentioned previously in
Table 11-4. The data were the averages from the different tests of the same engines under each of the
four ICAO engine power levels. The lowest rated thrust, 8.4 percent, for the engine AE3007A1E was used
as idle condition and compared with the other engines at 7 percent rated thrust. For the P&W 4158
engine, the data available at 80 percent rated thrust were averaged and compared with the other engines
at 85 percent rated thrust. No data were available at engine take-off (100% thrust) for the CFM56-7B24
and P&W 4158 engines. The PAH El value for each engine was presented at the bottom of the bars. The
fuel flow rate is also presented in the figure using the second y-axis. As before, the fuel flows shown only
represent those periods with valid PAH data.
As was the case for BC, the figure shows that the CJ610-8ATJ turbojet which is the smallest engine had
the highest PAH emission indices when this engine was run at approach, climb-out and take-off power.
The CFM56-2C engine, on the other hand, had the lowest PAH emission indices at all thrust levels.
11.2.5	Effect of Cold and Warm Engine Conditions
The PAH emission index data under the cold engine condition were plotted against the indices obtained
for the same engine type and the same engine power but under warm condition in Figure 11-39. The
black dashed line in the figure represents where the emission indices under cold and warm conditions are
identical. The figure also shows the linear regression results (see the pink line), indicating a slight
reduction in the PAH emission indices after the engine was warmed up. These results are consistent with
most of the other emission parameters measured during the APEX campaigns, such as the mass and BC
Els, which tended to be lower after engine warm up.
219

-------
Table 11-5. PAH Emission Indices at the Four ICAO Engine Power Levels for Different Engines
Engine
Campaign and Tests
Engine Power
Average
Fuel Flow
PAH
El
SD
(kg/h)
(mg/kg)
(mg/kg)
CFM56-2C1
APEX-1 EPA-2 & NASA-1 a
Idle (7%)
419
0.0127
0.0325
Takeoff (100%)
3151
0.319
0.0858
Climb (85%)
2881
0.319
0.0366
Approach (30%)
1023
0.00
0.000736
CFM56-
7B24
APEX-2 T1 & T4
Idle (7%)
401
0.0814
0.0389
Takeoff (100%)



Climb (85%)
4109
0.663
0.0514
Approach (30%)
1158
0.0208
0.0502
CFM56-3B
series
APEX-2 T2 &T3
APEX-3 T11
Idle (7%)
419
0.226
0.0361
Takeoff (100%)
3564
0.617
0.184
Climb (85%)
3465
1.05
0.0649
Approach (30%)
1099
0.141
0.0228
CJ610-8ATJ
APEX-3 T5
Idle (7%)
227
0.0944
0.352
Takeoff (100%)
1226
3.05
0.267
Climb (85%)
1009
3.25
0.256
Approach (30%)
452
1.43
0.137
AE3007A1/1
APEX-3 T10
Idle (8.4%)
178
1.03
0.601
Takeoff (100%)
1175
0.954
0.0749
Climb (85%)
976
0.847
0.0689
Approach (30%)
371
0.591
0.0830
PW4158
APEX-3 T9
Idle (7%)
532
0.946
0.492
Takeoff (100%)



Climb (80%)
7088
0.985
0.0241
Approach (30%)
2298
0.00853
0.0144
220

-------
4.0
~	CFM56-2C1
¦	CFM56-7B24
~	CFM56-3B
~	CJ610-8ATJ
¦	AE3007-A1/1
~	PW4158
Idle (7%)	Take-off (100%) Climb-out(85%) Approach (30%)
Figure 11-37. Effect of engine power on the PAH emission index for different engine types.
221

-------
~ Idle (7%)
• Fuel Flow
• 419
0 419
0.0127	I I I
T 	.	1 0.081/1 I

(a)
# 532
CFM56-2C1 CFM56-7B24 CFM56-3B CJ610-8ATJ AE3007-A1/1 PW4158
3.0
a>
£ 2.5
U)
E
2.0
 2.5
| 1.5
LU
~ Climb-out (85%)
• Fuel Flow
1005T788	| 976.1:
CFM56-2C1 CFM56-7B24 CFM56-3B CJ610-8ATJ AE3007-A1/1 PW4158
_ 1.4
U)
1.2
5000 2* £
O) —
x 1.0
— a»
> -a
4000 J £
£ I 08
3 W
sonn u_ w
E
LU
0.4
~ Approach (30%)
• Fuel Flow
# 1023
# 1158
04208
(d)
1.43	0.591
• 371
0.00853
CFM56-2C1 CFM56-7B24 CFM56-3B CJ610-8ATJ AE3007-A1/1 PW4158
Figure 11-38. Effect of engine type on (a) idle, (b) take-off, (c) climb-out and (d) approach PAH emissions.

-------
4.0
— 3.5
I* 3.0
o>
2.5
y = 0.9344x
R2= 0.9011
"D
2.0
1.0
0.5
~~
0.0
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
4.0
PAH El at Cold Condition (mg/kg fuel)
Figure 11-39. Effect of engine operating temperature on PAH emissions.
11.2.6 Effect of Probe Position
Emissions data were collected at both 15 m and 30 m locations in Test T5 of APEX-3 for the CJ610-8ATJ
engine and at 30 m and 43 m in Test T8 of APEX-3 for the RB211-535E4-B engine. In the Test T5, the
data were first collected at 15 m while the engine power increased step by step from 7, 30, 45, 65, 85 to
100 percent rated thrust, and then collected at 30 m with the engine power setting varied stepwise
downward from 100 to 7 percent. The same experimental procedure was used in Test T8, but the rated
thrust settings were 4, 7, 15, 30, 45, 65 and 85 percent. Again, the data for RB211 were deemed
unreliable and are not presented here.
The PAH emission indices obtained from the different sampling positions for the CJ610-8ATJ engine
were compared as shown in Figure 11-40. The results show that the PAH emission index obtained from
the probe position farther from the engine was generally higher at higher fuel flows (thrust), suggesting
that more particles with surface-bound PAHs were formed during plume transport from the gas phase.
This observation is consistent with the previous discussion about more nuclei size particles being formed
as the plume moves away from the engines. As discussed in Section 10, the GMD decreased and the
GSD increased with probe distance due to the formation of more nuclei particles during plume processing
in the near-field atmosphere.
223

-------
~ 15-m Probe
¦ 30-m Probe
200	400	600	800
Fuel Flow Rate (kg/h)
1000
1200
1400
Figure 11-40. Effect of probe position on PAH emission index for the CJ610-8ATJ engine during
APEX-3.
11.2.7 Test-Average PAH Emission Index
The test-average PAH emission indices for all the APEX tests are summarized in Table 11-6. By
averaging the results of the same engines from different tests, Figure 11-41 compares the PAH emission
indices of different engines when the base fuel or fleet fuels were used. The figure shows that the CJ610-
8ATJ and AE3007A1 series engines had highest PAH emission indices. The CFM56 model engines, on
the other hand, emitted the least particles with surface-bound PAHs. Note that the test-average emission
index is an overall measure of the emissions for all power conditions. The red color points in the figure
are the test-averaged fuel flow rates for individual tests, which were determined by the power log during
the tests. A higher test-average PAH emission index with lower test-average fuel flow rate implies a
poorer combustion efficiency for an engine over the range of power conditions evaluated.
Also shown for comparison in Table 11-6 are the equivalent PAH Els obtained from the quartz filter time-
integrated sampling. Table 11-6 shows that the two data sets somewhat agree for the CFM56 series
engines during some tests, but not for the others. Of the data presented, the quartz filter data are
considered to be underestimated due to the lack of information on the unresolved compounds by the GC-
MS analysis, as discussed in Section 13.
224

-------
Table 11-6. Comparison between the PAH Emission Indices Obtained by the PAS 2000
Measurements and the Quartz Filter Integrated Sampling




Average
Fuel Flow
(kg/h)
PAH Emission Index (mg/kg fuel)
APEX
Test
Engine
Model
Fuel
PAS 2000a
Quartz filter
analysis'3

EPA-1*


785
Fail


EPA-2

Base
770
0.0650
0.0696

NASA-1*

Fuel
635
Fail


NASA-1 a


1559
0.225

1
EPA-3
CFM56-2C1

797
Fail
0.104

NASA-2

Hi-Sulfur
1279
Fail


NASA-3


1277
Fail


NASA-4

Hi-
1197
0.0560


NASA-5

Aromatic
1244
0.0927


T1
CFM56-7B24

1264
0.196
0.00997
2
T4

1264
0.253
T2


1201
0.479
0.0243

T3
CFM56-3B

1199
0.752

T1*
series

1352
1.53


T11


1161
0.205
0.154

T2
CJ610-8ATJ

618
1.67


T5
Fleet
566
1.93


T3
AE3007A1E

523
1.94
0.123
3
T4

554
1.94

T10
AE3007A1/1

550
0.802


T6
P&W4158

2344
0.564
0.00807

T7

2968
0.598

T8
RB211-535E

2087
Fail


T9

2473
Fail
0.179
* indicates the tests with high cross wind in background
a.	The PAH El data shown here were obtained from the measurement by the PAS 2000 with no background correction.
b.	The quartz filter data shown here were after background and backup-filter correction.
225

-------
2.0
3000
~ Emission Index
• Fuel Flow Rate
2500
- 2000 ™
a
ro
a.
5
1500 £
O
3
+ 1000 g
500
o.o -I—	—l-
CFM56-2C CFM56-7B


-+-
CFM56-3B CJ610-8ATJ AE3007-A1/1 P&W4158
Figure 11-41. Comparison of the average PAH emission indices obtained from the tests with
different types of jet engines.
226

-------
12. Gas-Phase Chemical Composition
The gaseous emission samples were collected in both the plume and background sampling system
during the APEX tests on a time-integrated basis using SUMMA canisters and DNPH cartridges. The
samples were then analyzed by EPA Method TO-15 for analysis of the SUMMA samples and Method TO-
11A for the DNPH samples. The analytical results from these plume and background samples were used
to derive the background corrected Els for the individual non-methane volatile organic compounds
(NMVOCs) and carbonyls in the gaseous engine emissions. The test results used in investigating
gaseous emissions from different engines in this section were: EPA-2 of APEX-1 for the CFM56-2C1,
T1&4 of APEX-2 for the CFM56-7B24, T2&3 of APEX-2 for the CFM56-3B series, T3&4 of APEX-3 for the
AE3007-A1E, T6&7 of APEX-3 for the P&W 4158, and T9 of APEX-3 for the RB211-535E4-B engine. The
gaseous emissions from a total of six different engine types were studied here.
The emission indices of individual NMVOCs and carbonyl compounds obtained from the SUMMA and
DNPH sampling for different engines are summarized in Table 12-1 and Figure 12-1, and Table 12-2 and
Figure 12-2, respectively. Table 12-3 and Figure 12-3 compare the El sums of VOCs and carbonyls for
the different engines. The tables show that the P&W 4158 engine had emission indices of 703 mg/kg for
NMVOCs and 729 mg/kg for carbonyls. These values are the highest among all the engines tested. The
AE3007A1E engine produced the least amount of speciated gaseous pollutants and its emission indices
were 258 mg/kg for NMVOCs and 287 mg/kg for carbonyls. Note that the ratio of NMVOCs to carbonyls
was close to 1 for the CFM56-2C1, CFM56-7B24, CFM56-3B, AE3007-A1E, and P&W 4158 engines
despite the difference in engine technology. The RB211-535E4-B engine, on the other hand, had higher
NMVOC pollutants compared to carbonyls. The NMVOCs accounted for 57 percent of the total speciated
gas phase pollutants for the CFM56-3B and 69 percent of the total gaseous pollutants for the RB211.
The individual gaseous compounds emitted from the six different engines are compared in Figure 12-4.
The figure shows that the gaseous emissions primarily consisted of formaldehyde (El = 120-360 mg/kg or
16-28 percent of total gaseous emissions), ethylene (41-246 mg/kg, 8-23%), acetaldehyde (38-126
mg/kg, 5-13%), acetylene (28-128 mg/kg, 5-15%), propylene (9-86 mg/kg, 2-8%), and glyoxal (0-112
mg/kg, 3-8%), with significant quantities of acrolein (0-38 mg/kg, <4%), benzene (0-25 mg/kg, <3%), 1,3-
butadiene (2-31 mg/kg, <3%), and toluene (3-10 mg/kg, <1%). A slight difference in the speciated
gaseous emissions was seen for the AE3007-A1E engine, which had no glyoxal in the emissions, but
instead contained 15 percent acetone (82 mg/kg) and 6 percent ethane (33 mg/kg). Formaldehyde,
acetaldehyde, benzene, acrolein, toluene, and 1,3-butadiene are some of the compounds considered as
hazardous air pollutants by EPA in the Clean Air Act.
The above discussion was based on the gaseous compounds that were identified and quantified by the
analytical instruments. Unresolved compounds made up about 16-42 percent of the total NMVOC (as
227

-------
ppmC) and carbonyl (as formaldehyde) compounds shown by gas chromatography, depending on the
engine tested.
Table 12-1. Emission Indices of Individual VOCs Obtained by SUMMA Sampling for Different
Engines
Engine
CFM56-
2C1
CFM56-
7B24
CFM56-3B
AE3007A1E
P&W4158
RB211-
535E4B
APEX
APEX-1
APEX-2
APEX-2
APEX-3
APEX-3
APEX-3
Test
EPA-2
T1&4
T2&3
T3&4
T6&7
T9
Gaseous Compound
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
Ethylene
219
92.7
123
40.6
246
194
Acetylene
103
107
119
28.3
105
128
Ethane

9.05
10.8
32.8
15.0
10.7
Propylene
66.4
75.4
86.3
8.99
86.8
61.7
Propane

2.53
2.09
25.9
0.944
1.10
Isobutane

0.0778
0.265
6.23


lsobutene/1-Butene
18.1
23.3
31.1

32.1
20.9
n-Butane


0.316
15.4


trans-2-Butene
1.44
2.53
2.67

2.68
1.86
cis-2-Butene
1.15
1.62
1.95

2.63
2.01
3-Methyl-1-butene

0.453
0.845

2.99
1.98
Isopentane

2.94
2.12
8.28


1-Pentene
6.62
5.53
8.08

11.4
6.05
2-Methyl-1-butene
2.69
2.61
1.38

3.04
1.91
n-Pentane

2.90

5.48
0.270
0.539
Isoprene

3.81
2.44

0.274

trans-2-Pentene
1.31
0.978
0.880

1.51
1.00
cis-2-Pentene

0.731
0.867

0.844
0.613
2-Methyl-2-butene

0.453
0.786

0.328

2,2-Dimethylbutane
2.82
0.908
2.96

0.109

Cyclopentene
0.655
1.28
1.49



4-Methyl-1-pentene
1.15
1.30


1.73
1.52
Cyclopentane


0.0564
0.547
0.0912

2,3-Dimethylbutane

0.0362
0.0113



2-Methylpentane
0.884


2.98


3-Methylpentane



2.63


2-Methyl-1-pentene
0.917
0.435
0.421

0.698
0.466
1-Hexene
2.88
4.99
5.08
0.145
7.98
5.34
228

-------
Engine
CFM56-
2C1
CFM56-
7B24
CFM56-3B
AE3007A1E
P&W4158
RB211-
535E4B
APEX
APEX-1
APEX-2
APEX-2
APEX-3
APEX-3
APEX-3
Test
EPA-2
T1&4
T2&3
T3&4
T6&7
T9
Gaseous Compound
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
n-Hexane



2.41


trans-2-Hexene

0.398
0.475

0.567
0.441
cis-2-Hexene


0.452
3.62
34.6
58.6
Methylcyclopentane



1.01
0.301

2,4-Dimethylpentane
0.557





Benzene

25.5
22.5
5.54
24.7
21.9
Cyclohexane




0.483

2-Methylhexane


0.0564
1.23
0.604
0.588
2,3-Dimethylpentane


0.564

0.310

3-Methylhexane


1.03
1.21


1-Heptene

3.31
3.27

4.07
2.33
n-Heptane

0.290
0.684
4.68
2.61
2.13
Methylcyclohexane

0.409
0.391
0.994
2.52
0.809
2,3,4-Trimethylpentane


0.285



Toluene
2.88
8.19
9.80
2.87
9.57
6.30
2-Methylheptane

0.525
0.933

1.52

3-Methylheptane

1.03
1.11

0.766

1-Octene

1.83
1.24



n-Octane
0.0655
1.69
1.86

4.11
0.882
Ethylbenzene

2.22
2.36
0.603
2.57
1.25
Styrene
3.47
4.59
4.49

3.34
2.23
o-Xylene

2.95
2.72
0.704
2.49
0.34
1-Nonene
1.41
2.02
1.92

2.50
1.40
n-Nonane
0.197
1.65
2.02
0.905


Isopropylbenzene


0.27



a-Pinene
0.917
0.416
2.99



n-Propylbenzene

1.06
1.38

1.20
0.466
m-Ethyltoluene
0.622
2.22
2.57
0.402
4.60
2.03
p-Ethyltoluene

1.15
1.49

2.33
0.294
1,3,5-Trimethylbenzene
0.557
0.49
1.39
0.402
3.45

o-Ethyltoluene

1.79
2.15
0.453
1.32

1,2,4-Trimethylbenzene
1.08
5.57
6.05

9.46
3.63
n-Decane
0.557
4.17
1.48



229

-------
Engine
CFM56-
2C1
CFM56-
7B24
CFM56-3B
AE3007A1E
P&W4158
RB211-
535E4B
APEX
APEX-1
APEX-2
APEX-2
APEX-3
APEX-3
APEX-3
Test
EPA-2
T1&4
T2&3
T3&4
T6&7
T9
Gaseous Compound
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
1,2,3-Trimethylbenzene

2.00
2.36

2.84
0.809
m-Diethylbenzene

0.779
0.508

1.07
1.27
p-Diethylbenzene

0.435
0.582

1.41
0.466
1-Undecene




1.84
0.882
n-Undecane
2.10
3.60
2.81

10.1
3.82
1-Dodecene

1.68


3.08
1.20
n-Dodecane

2.37
1.42

5.49
1.89
n-Tridecane




2.06

Dichlorodifluoromethane

0.272
0.0564
18.7


Chloromethane

0.349
0.182
6.34


Dichlorotetrafluoroethane



0.704


1,3-Butadiene
7.11
24.6
30.6
1.69
25.3
18.4
Acrolein

30.0
37.6



Trichlorofluoromethane

0.109

10.8


Acrylonitrile

0.634




Dichloromethane

0.836
0.0790
1.06


Trichlorotrifluoroethane



5.03


1,1,1-Trichloroethane



0.805


Carbon Tetrachloride
1.87
0.198

5.67
0.147
0.294
m,p-Xylene

4.90
7.15
1.56
8.08
2.25
230

-------
800
700
cik-2-Hexene
Acrolein
O) 500
3-Butadiene
ci >-2-Hexene
Acrolein
3-Butadiene
Propylene
u 400
1.3-Butadiene
Propylene
Propylene
3-Butadiene
c/> 300
Propylene
AcetyleneH Acetylene
Propylene
AcetyleneH Acetylene
Ethylene
Ethylene
Ethylene
Ethylene
T1&4
APEX-1
APEX-2
CFM56-2C1
CFM56-7B24
Ethylene
Ethane
| Ethylene |
T2&3	T3&4
APEX-2	APEX-3
CFM56-3B AE3007A1E
T6&7
APEX-3
P&W 4158
RB211-
535E4B
~ Ethylene
¦ Acetylene
~ Ethane
~ Propylene
¦ Propane
~ Isobutane
B lsobutene/1 - Butene
~ 1,3-Butadiene
¦ n Butane
¦trans-2-Butene
~ cis-2-Butene
~ 3-Methyl-1-butene
¦ Isopentane
¦ 1-Pentene
B2-Methy 1-1-butene
¦ n-Pentane
~ Isoprene
~trans-2-Pentene
~ cis-2-Pentene
~ 2-Methyl-2-butene
~ 2,2-Dim ethyl butane
~ Cyclopentene
~ 4-Methyl-1 -pentene
~ Cyclopentane
112,3-Dim ethyl butane
~ 2-Methylpentane
~ 3-Methylpentane
~ 2-Methyl-1 - pentene
~ 1-Hexene
~ n-Hexane
~trans-2-Hexene
Bcis-2-Hexene
¦ Methyl cyclopentane
~ 2,4 - Dim ethyl pentane
¦ Benzene
¦ Cyclohexane
¦ 2-Methylhexane
¦ 2,3- Dim ethyl pentane
¦ 3-Methylhexane
¦ 1-Heptene
¦ n Heptane
~ Methyl cyclohexane
¦ 2,3,4 - Trim ethylpentane
~ Toluene
¦ 2-Methylheptane
~ 3-Methylheptane
Ul-Octene
~ n-Octane
¦ Ethylbenzene
¦ m-Xylene/p-Xylene
¦ Styrene
~ o-Xylene
¦ 1-Nonene
¦ n-Nonane
~ Isopropylbenzene
Ba-Pinene
~ n- Propylbenzene
~ m-Ethyltoluene
~ p-Ethyltoluene
~ 1,3,5-Trim ethylbenzene
Bo-Ethyltoluene
~ 1,2,4-Trim ethylbenzene
~ n-Decane
~ 1,2,3-Trim ethylbenzene
~ m- Diethyl benzene
~ p-Diethyl benzene
~1-Undecene
~ n-Undecane
~1-Dodecene
Bn-Dodecane
~ n-Tridecane
~ Dichlorodifluorom ethane
~ Chloromethane
~ Dichlorotetrafluoroethane
~ Acrolein
~ T richlorofluorom ethane
~ Aciylonitrile
~ Di chloromethane
~ T richlorotrifluoroethane
~ 1,1,1-Trichloroethane
~ Carbon Tetrachloride

Figure 12-1. Mass Els of individual NMVOCs from SUMMA canister sampling.
231

-------
Table 12-2. Emission Indices of Individual Carbonyl Compounds Obtained by DNPH Sampling
for Different Engines
Engine
CFM56-
2C1
CFM56-
7B24
CFM56-3B
AE3007A1E
P&W4158
RB211-
535E4B
APEX
APEX-1
APEX-2
APEX-2
APEX-3
APEX-3
APEX-3
Test
EPA-2
T1&4
T2&3
T3
T6&7
T9
Gas Compound
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
Formaldehyde
268
232
231
117
357
130
Acetaldehyde
90.3
95.8
76.4
69.8
126.4
38.3
Acetone
11.4
16.8
1.61
82.4


Propionaldehyde
7.37
10.4
9.55
7.81
16.6
6.64
Crotonaldehyde
21.7
19.7
20.7

26.8
10.41
Butyraldehyde
3.11
5.26
4.22
4.86
2.70

Benzaldehyde
13.5
10.2
10.0

14.0
7.18
Isovaleraldehyde
2.14
0.670
0.811

2.43

Valeraldehyde
6.94
3.48
4.57

6.13
3.01
o-Tolualdehyde

3.57
4.77

6.45
2.60
m-Tolualdehyde
7.04
3.85
5.42

9.33
3.01
p-Tolualdehyde
3.24
1.20
1.30

3.14

Hexaldehyde
0.118
1.92
2.41

4.72
2.09
2,5-Dimethylbenzaldehyde
4.72
0.986




Diacetyl
1.71





Methacrolein
11.8
9.73
7.56

11.4
3.06
2-Butanone

5.35
3.86
5.12
4.36

Glyoxal
29.8
44.8
40.2

112
40.7
Acetophenone
12.4




3.95
Methylglyoxal
25.2
7.00
5.01

23.7
9.80
Octanal

1.57
2.63

0.811

Nonanal

3.83


0.568
2.65
232

-------
800
Glyoxal
=• 600
Glyoxal
Glyoxal
o 400
Glyoxal
Acetaldehyde
O 300
Acetone
Formaldehyde
Formaldehyde
Formaldehyde
Formaldehyde
Formaldehyde
T3
APEX-3
AE3007A1E
T6&7
APEX-3
P&W4158
APEX-2
APEX-3
CFM56-3B
EPA2	T1&4
APEX-1 APEX-2
CFM56-2C1 CFM56-7B24
RB211-
535E4B
~	Nonanal
~	Octanal
~	Methylglyoxal
~Acetophenone
~	Glyoxal
~	2-Butanone
¦	Methacrolein
~	Diacetyl
¦	2,5-Dimethylbenzaldehyde
¦	Hexaldehyde
~	p-Tolualdehyde
nm-Tolualdehyde
~	o-Tolualdehyde
¦	Valeraldehyde
~	Isovaleraldehyde
~	Benzaldehyde
~	Butyraldehyde
¦	Crotonaldehyde
nPropionaldehyde
~	Acetone
~	Acetaldehyde
~	Formaldehyde
Figure 12-2. Mass Els of individual carbonyl compounds from DNPH cartridge sampling.
Table 12-3. Comparison of NMVOC and Carbonyl Emission Indices for Different Engines
Test
EPA-2
T1&4
T2&3
T3&4
T6&7
T9
APEX
APEX-1
APEX-2
APEX-2
APEX-3
APEX-3
APEX-3
Engine
CFM56-2C1
CFM56-
7B24
CFM56-3B
AE3007A1E
P&W4158
RB211-
535E4B
NMVOCs
mg/kg
452
490
567
258
703
577
Carbonyls
mg/kg
521
479
432
287
729
263
NMVOCs
%
46.5
50.6
56.7
47.3
49.1
68.7
233

-------
QUO
-X.
X

-------
=r 1000
& 900
CUD
£ 800
Acetaldehyde
9.39T
•g 600
I 500
15.1%
Acetylene
7.3%
Propylene
8.6%
Acetylene
12%
Acetylene
10.6%
Propylene
7.8%
Acetylene
11.1%
APEX-1
CFM56-2C1
T1&4	T2&3
APEX-2	APEX-2
CFM56-7B24 CFM56-3B
APEX-3
AE3007A1E
Acetylene
15.3%
T6&7	T9
APEX-3	APEX-3
P&W4158 RB211-535E4B
¦	Ethylene
¦	Ethane
¦	Propane
¦	lsobutene/1-Butene
¦	n-Butane
¦	cis-2-Butene
¦	Isopentane
¦	2-Methyl-l-butene
¦	Isoprene
¦	cis-2-Pentene
¦	2,2-Dimethylbutane
¦	4-Methyl-l-pentene
¦	2,3-Dimethylbutane
¦	3-Methylpentane
¦	1-Hexene
¦	trans-2-Hexene
¦	Methylcyclopentane
¦	Benzene
¦	2-Methylhexane
¦	3-Methylhexane
¦	n-Heptane
¦	2,3,4-Trimethylpentane
¦	2-Methylheptane
¦	1-Octene
¦	Ethylbenzene
¦	Styrene
¦	l-Nonene
~	Isopropylbenzene
~	n-Propylbenzene
~	p-Ethyltoluene
E3o-Ethyltoluene
ESn-Decane
~	m-Diethylbenzene
~	l-Undecene
~1-Dodecene
On Tridecane
~	Chloromethane
~	Acrolein
~	Acrylonitrile
~	Trie h lo rot rif I uo roet h a ne
~	Carbon Tetrachloride
~	Acetaldehyde
~	Propionaldehyde
~	Butyraldehyde
~	I sova le ra I de hyd e
~	o-Tolualdehyde
~	p Tolualdehyde
E3 2,5-Dimethylbenzaldehyde
E3 Meth acrolein
~	Glyoxal
~	Methylglyoxal
~	Nonanal
¦	Acetylene
¦	Propylene
¦	Isobutane
¦	1,3-Butadiene
¦	trans-2-Butene
¦	3-Methyl-l-butene
¦	1-Pentene
¦	n-Pentane
¦	trans-2-Pentene
¦	2-Methyl-2-butene
¦	Cyclopentene
¦	Cyclopentane
¦	2-Methylpentane
¦	2-Methyl-l-pentene
¦	n-Hexane
¦	cis-2-Hexene
¦	2,4-Dimethylpentane
¦	Cyclohexane
¦	2,3-Dimethylpentane
¦	1-Heptene
¦	Methylcyclohexane
¦	Toluene
¦	3-Methylheptane
¦	n-Octane
¦	m-Xylene/p-Xylene
¦	o-Xylene
~	n-Nonane
~	a-Pinene
~	m-Ethyltoluene
~	1,3,5-Trimethylbenzene
~	1,2,4-Trimethylbenzene
~	1,2,3-Trimethylbenzene
~	p-Diethylbenzene
~	n-Undecane
E3 n-Dodecane
~	Dichlorodifluoromethane
~	Dichlorotetrafluoroethane
~	Trichlorofluoromethane
~	Dichloromethane
~	1,1,1-Trichloroethane
~	Formaldehyde
~	Acetone
~	Croton aldehyde
~	Benzaldehyde
~	Valeraldehyde
~	m-Tolualdehyde
~	Hexaldehyde
E3 Diacetyl
~	2-Butanone
~	Acetophenone
~	Octanal
Figure 12-4. Comparison of Els for individual gas phase species as produced by different engine
types.
235

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This page intentionally left blank.
236

-------
13. Particle-Phase Chemical Composition
The PM-phase chemical composition discussed in this study includes the inorganic elements and ions,
elemental carbon, organic carbon, and organic compounds determined by analyzing the Teflon and
quartz filter samples collected from the time-integrated sampling. Like the discussion of black carbon and
PAH emissions, the emission indices reported here are without correction for sampling line particle losses
because the fraction of species of the PM lost in the sampling line could not be determined from available
data. Summary tables of experimental results for PM speciation and element El can be found in Tables
H-1 and H-2, respectively, in Appendix H.
13.1 Element and Ion Emissions
The Teflon filter samples were first subjected to trace elemental analysis by X-ray fluorescence (XRF).
The samples were then extracted with HPLC-grade deionized water and the extracts were analyzed by
ion chromatography (IC) for determination of sulfate, nitrate, and chloride in the PM collected on the
filters. The Teflon filters were installed in both plume and background sampling systems, so that the
background-corrected concentrations and emission indices for individual elements and ions were
obtained for each test. The tests in this study for which the XRF and IC analyses were conducted are
EPA-1, EPA-2, EPA-3 and NASA-4&5 of APEX-1, T1 to T4 of APEX-2, and T3&4, T6&7, T9, and T11 of
APEX-3. In calculation of the element emission indices from the XRF analytical results, the reported
uncertainties were used. Thus, the elements which had detected concentrations either less than their
detection limits or less than three times their uncertainties were not reported.
Although integrated filter sampling was conducted in the APEX-1 EPA-1 test, the results from this test
were not used in the discussion of this section because of high background interference by crosswinds
during this test. Furthermore, the total element and ion concentrations on the background Teflon filter for
the APEX-3 T6&7 were extremely high. Since the PM mass collected on the background Teflon filter for
this test was low (-0.016 mg), that filter may have been contaminated either in the field or in the
laboratory. Therefore, this test was also excluded in the element and ion emission discussion.
Various trace elements in the PM emissions are considered to originate from the presence of these
elements in fuels, lubricating oils, engine wear and corrosion, sampling line, and fugitive dust. Table 13-1
summarizes the total emission index of elements derived from the XRF analysis for each test. The engine
type, fuel sulfur content, and test-average rated thrust and fuel flow rate are also presented in the table.
The emission indices for individual elements are presented in stacked column format for each test in
Figure 13-1. The blue columns in the figure represent the sulfur in PM, which clearly was the most
abundant element for all the tests. The samples of APEX-2 T1 test contained notable amounts of Si,
probably due to dust contamination resulting from the resuspension of concrete cuttings left over from the
drilling of holes in the tarmac.
237

-------
Table 13-1. Total Elemental Emission Index Derived from the XRF Analyses
APEX
Test
Engine
Fuel
Sulfur
(ppm)
Time-weighted
Engine Power3
(%)
Fuel Flow
(kg/h)
Total Metal
Emission Index
(mg/kg fuel)
1
EPA-2
CFM56-2C1
409
18.8
770
10.8
EPA-3
1639
20.4
797
27.5
NASA-4&5
553
35.7
1221
12.0
2
T1
CFM56-7B24
132
30.1
1264
6.33
T4
412
30.1
1264
13.5
T2&3
CFM56-3B series
279
31.0
1200
10.1
3
T11
400
31.1
1161
12.8
T3&4
AE3007A1E
300
41.1
537
7.51
T9
RB211-535E4-B
300
34.2
2473
6.92
a Time-weighted average (TWA) thrust calculated over entire test period.
30
25
20
15
10 -
5 -
-Ma-
Si
~ Tl
~ I
~ Te
~ Sb
~ In
¦Ag
¦ Br
¦ Zn
¦ Cu
~ Ni
~ Fe
QMn
¦ Cr
~ Ti
¦ Ca
~ K
¦ CI
~ S
~ P
¦ Si
~ Ma
	







s
s


o
to
It)
O
APEX-1
EPA2
O
to
It)
O
APEX-1
EPA3
O
to
It)
O
APEX-1
NASA4&5
m
to
It)
O
APEX-2 T1
m
to
It)
O
APEX-2 T4
m
•?
to
It)
O
APEX-2
T2&3
m

-------
The results of the tests with the same engine and same fuel were averaged and the elemental emissions
from different engines compared in Table 13-2 and Figure 13-2. The element emission indices for
different engines were obtained with base fuel or fleet fuel and were plotted in stacked columns in the
figure. The results show that the total element emissions produced from the CFM56 engines were
relatively higher than the total element emissions from the AE3007-A1E and RB211-535E4-B engines.
The table shows that about 2 to 7 percent of the total PM mass were the elements for these engines. The
mass percentage of sulfur in the total elements detected for each test was also provided in the figure,
indicating that over 80 percent of the elemental mass was sulfur for all five engines compared except for
the AE3007A1E engine (54% sulfur).
Table 13-2. Elemental Emission Indices for Different Engines
Engine
Time-Weighted
Engine Power3
(%)
Fuel Flow
(kg/h)
PM El
(mg/kg)
Total
Metal El
(mg/kg)
Metal/PM
(%)
Sulfur El
(mg/kg)
S/Metal
(%)
CFM56-2C1
18.8
770
305
10.8
3.54
9.54
88.3
CFM56-7B24
30.1
1264

9.94

8.05
81.0
CFM56-3B
31.0
1200
267
11.5
4.30
10.1
88.4
AE3007A1E
41.1
537
116
7.51
6.48
4.03
53.7
RB211-535E4-B
34.2
2473
384
6.92
1.80
6.15
88.9
a. TWA calculated for all tests conducted.
88% s
Mg
81% S
Si
~ I
~ Te
~ Sb
¦ In
¦Ag
¦ Br
¦ Zn
~ Cu
~ Ni
¦ Fe
¦ Mn
~ Cr
¦ Ca
~ K
¦ CI
~ S
~ P
¦ SI
~ Mg


88% S
Fe
54% S
89% S
CFM56-2C
CFM56-7B
CFM56-3B
AE3007A1E
RB211-535E4
Figure 13-2. Comparison of elemental emission indices for different engines.
239

-------
The sulfur detected in PM samples originated from the jet fuels used in the tests. Therefore the high-
sulfur fuel was expected to produce a higher elemental sulfur emission index. Table 13-3 provides the
sulfur emission index results and the sulfur contents in the fuels. Table 13-3 indicates that the primary
element in the PM emissions was sulfur regardless of fuel type. The sulfur content in the total detected
elements was 88 percent for base fuel (APEX-1 EPA2), 95 percent for high sulfur fuel (APEX-1 EPA3),
and 93 percent for high aromatic fuel (APEX-1 NASA-4&5). The sulfur emission index for high sulfur fuel
was 26.2 mg/kg, which was 2.3 times as much for high aromatic fuel and 2.7 times as much for base fuel.
It is not surprising that the high sulfur fuel had the highest sulfur emission index. The conversion of fuel
sulfur into particulate was also calculated and presented in the table, indicating that about 2 to 3 percent
of fuel sulfur was converted into sulfate as part of particulate matter emissions. By plotting the sulfur
emission indices derived from the XRF analytical results for the CFM56 engines as a function of fuel
sulfur content, Figure 13-3 shows that the correlation between the emission index of sulfur in PM and the
fuel sulfur content can be approximately expressed by a linear equation with a correlation coefficient (r2)
of 0.93.
The water soluble ion emission indices derived from the IC analysis of the Teflon filter samples for various
tests are presented in Table 13-4 and Figure 13-4. Four ions, K+, NH4+, CI", and S04~2, were reported, of
which S04~2 and NH4+ were the two primary inorganic ions comprising 90 percent of the total ion mass.
The table also presents the S(IV) to S(VI) conversion calculated from the known amount of sulfur in fuel
and the measured sulfate El. Also shown for comparison in Table 13-4 are similar results from the
European PartEmis program (Katragkou et al., 2004) and the landmark study by Schumann et al. (2002).
The IC results show that approximately two to four percent of the sulfur in the fuel was converted to water
soluble particulate sulfate, consistent with the data of Katragkou et al. (2004) and Schumann et al. (2002).
Also, comparing this value to the sulfur conversion values shown in Table 13-3, the fuel sulfur conversion
efficiency determined by IC was either slightly more or less than that measured by XRF, indicating
differences in the two analytical methods.
Table 13-5 and Figure 13-5 compare the average Els of individual ions among five different engines. The
total ion emission indices for all five engines range from 30-40 mg/kg fuel. For the three CFM56 engines,
SO4"2, had about 71 percent of total ion mass. The AE3007-A1E and RB211-535E4-B engines had 63
and 53 percent S04~2, respectively.
Table 13-6 presents the S04~2 ion Els obtained for the CFM56 engine with different fuel compositions.
Like sulfur detected by XRF, the emission index of S04~2 was linearly correlated to the sulfur content in
fuel as shown in Figure 13-6. The relation between S04"2 El and fuel sulfur content can be approximately
described by a linear equation with an r2 of 0.90.
240

-------
Table 13-3. Sulfur Emission Indices for Individual Tests as Determined from the XRF Analyses
and Their Associated Fuel Sulfur Contents
APEX
Test
Engine
Sulfur
in Fuel
(ppm)
Sulfur El
(mg/kg)
S/Metal
(%)
Sulfur
Conversion
(%)
1
EPA2
CFM56-2C1
409
9.54
88.3
2.33
EPA3
1639
26.2
95.3
1.60
NASA-4&5
553
11.2
93.3
2.02
2
T1
CFM56-7B24
132
3.11
49.1
2.35
T4
412
13.0
95.9
3.15
T2&3
CFM56-3B
series
279
9.21
91.2
3.30
3
T11
400
11.1
86.3
2.77
y= 0.0136x +4.4952
R2= 0.9258
1000
Sulfur in Fuel(ppm)
2000
Figure 13-3. Correlation of sulfur emission index with fuel sulfur content for CFM56 engines.
241

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Table 13-4. Water Soluble Ion Emission Indices Derived from the IC Analyses for Each Test
APEX
Test
Engine
Fuel
Sulfur
(ppm)
Time-
Weighted
Engine
Power (%)
Time-
Weighted
Fuel Flow
(kg/h)
Emission Indices
Sulfur
Conversion
(%)
Total Ions
(mg/kg)
K
(mg/kg)
nh4
(mg/kg)
CI
(mg/kg)
SCU
(mg/kg)
1
EPA2
CFM56-
2C1
409
18.8
770
29.4
2.98
5.46

20.9
1.71
EPA3
1639
20.4
797
86.0
5.54
10.5

69.9
1.42
NASA-
4&5
553
35.7
1221
40.0
1.91
5.69

32.4
1.95
2
T1
CFM56-
7B24
132
30.1
1264
25.8

8.51

17.3
4.37
T4
412
30.1
1264
53.0

13.8

39.2
3.17
T2&3
CFM56-
3B series
279
31.0
1200
36.5
2.38
6.69

27.4
3.28
3
T11
400
31.1
1161
42.0

13.6

28.4
2.37
T3&4
AE3007-
A1E
300
41.1
537
40.7

15.1

25.6
2.85
T9
RB211-
535E4-B
300
34.2
2473
31.8
3.85
8.24
3.01
16.7
1.86
PartEmis (Katragkov et al., 2004)
2.30a
Schumann et al., 2002
3.30b
a Low pressure stage of combustor + hot end simulator at modern cruise power.
b CFM56-3B1 engine at cruise altitude.
~	S04
~	CI
¦ NH4
~	K
0
O
O
m
m
m
m
(N
(N
(N
n-
n-
«?
«?
CD
CD
CD
CD
co
CD
CD
U)
U)
U)
IO
10
IO
U>
S
S
S
S
S
s
S
LL
LL
LL
LL
LL
LL
LL
O
O
O
O
O
O
O
APEX-1
APEX-1
APEX-1
APEX-2
APEX-2
APEX-2
APEX
EPA2
EPA3
NASA4&5
T1
T4
T2&3
T11
LU
T—
<
LU
<
APEX-3
T3&4
LU
U)
m
DC
APEX-3
T9
Figure 13-4. Water-soluble ion emission indices for each test.
242

-------
Table 13-5. Water Soluble Ion Emission Indices for Different Engines
Engine
Power3
(%)
Fuel Flow3
(kg/h)
PM El
(mg/kg)
Total Ion El
(mg/kg)
lons/PM
(%)
SO4EI
(mg/kg)
SCVIons
(%)
CFM56-2C1
18.8
770
305
29.4
9.64
20.9
71.3
CFM56-7B24
30.1
1264

39.4

28.3
71.7
CFM56-3B
31.0
1200
267
39.3
14.7
27.9
71.2
AE3007-A1E
41.1
537
116
40.7
35.2
25.6
62.9
RB211-535E4-B
34.2
2473
384
31.8
8.29
16.7
52.6
a TWA calculated for all tests conducted.
45
40 :
? 35 :
|30:
O)
E
c 20
o
I 10
5
0
Figure 13-5. Comparison of water-soluble ion emission indices for different engines.

63% S04

~	S04
~	CI
¦ NH4
~	K
—

72% so4

71% SO4








71% so4




53% S04

















—













CFM56-2C	CFM56-7B	CFM56-3B	AE3007A1E RB211-535E4
243

-------
Table 13-6. Sulfate Emission Indices from the IC Analyses and Their Fuel Sulfur Contents
APEX
Test
Engine
Fuel Sulfur
(ppm)
SO4EI
(mg/kg)
S/lons
(%)
1
EPA2
CFM56-2C1
409
20.9
71.3
EPA3
1639
69.9
81.3
NASA-4&5
553
32.4
81.0
2
T1
CFM56-7B24
132
17.3
67.0
T4
412
39.2
74.0
T2&3
CFM56-3B
series
279
27.4
75.2
3
T11
400
28.4
67.7
o>
o>
y=0.0333x + 15.469
R2 = 0.9004
40
0
200
400
600
800
1000
1200
1400
1600
1800
Sulfur in Fuel (ppm)
Figure 13-6. Correlation of S04 emission index with fuel sulfur content for CFM56 engines.
13.2 Organic and Elemental Carbon Emissions
The quartz filters collected from the integrated sampling were first analyzed by the EC/OC analyzer to
determine the organic and elemental carbon content in the PM samples, and then analyzed by GC/MC to
determine the semivolatile organic compounds in PM. Accurate collection and determination of particulate
organic material on quartz filters was complicated by the fact that gas phase organic compounds may be
adsorbed by the quartz filters during sampling, resulting in overestimate of the actual concentrations. This
sampling artifact was accounted for by placing a backup quartz filter(s) behind the Teflon filter in the
sampling array using an approach developed by Turpin et al. (1994). No artifact correction was made for
244

-------
the Teflon filters. The organic carbon was then obtained by subtracting the amount of OC found on the
quartz filter located downstream of the Teflon filter from the amount found on the primary quartz filter. The
elemental carbon is always considered as non-volatile particulate, and therefore no backup filter
correction was needed in the elemental carbon emission index calculation. Like Teflon filter sampling, the
quartz filters were installed in both the plume and background systems so that the background could be
corrected. For comparison, the emission indices of OC and semivolatile organic compounds were
reported both with background and backup correction and with only the background corrected.
Table 13-7 summarizes the results of organic and elemental carbon emission indices derived from the
analysis of quartz filter samples. The tests shown are EPA-3, NASA-2&3, and NASA-4&5 for APEX-1; T1,
T4 and T2&3 for APEX-2; and T3&4, T9 and T11 for APEX-3. For the EPA-2 test, both plume front and
background quartz filters were found broken. Therefore the EPA-2 plume quartz filter samples were not
analyzed for organic and elemental carbon content. However, these samples were solvent-extracted and
analyzed by GC/MS for organic speciation which will be discussed later. High background OC and EC
content was also found for APEX-3 T3&4. As a result, only the uncorrected OC El was reported. For
backup and background-corrected samples, the emission indices obtained in this study ranged from 37-
83 mg/kg of fuel burned for OC and 21-98 mg/kg of fuel burned for EC, depending on the test conditions.
The EC/OC ratio ranged from 0.3 to 2.
Table 13-7. Organic and Elemental Carbon Emission Indices for Each Test
APEX
Test
Engine
Time-
Weighted
Engine
Power
(%)
Time-
Weighted
Average
Fuel Flow
(kg/h)
Background and
Backup Corrected
Background
Corrected Only
Without Any
Correction
OC
(mg/kg)
ECa
(mg/kg)
EC/OC
Ratio
OC
(mg/kg)
ECa
(mg/kg)
OC
(mg/kg)
EC
(mg/kg)
1
NASA-2&3
CFM56-2C1
18.8
770
83.2
21.1
0.253
100
21.1
179
27.9
EPA-3
20.4
797
37.1
26.1
0.703
21.1
26.1
188
40.2
NASA-4&5
35.7
1221
50.7
32.4
0.640
80.7
32.4
137
48.2
2
T1
CFM56-7B24
30.1
1264
82.0
28.1
0.342
132
28.1
225
37.4
T4
30.1
1264
42.2
25.1
0.595
76.8
25.1
176
33.5
T2&3
CFM56-3B
series
31.0
1200
50.4
91.9
1.82
69.3
91.9
120
95.4
3
T11
31.1
1161
54.7
98.4
1.80
77.5
98.4
113
98.4
T3&4
AE3007-A1E
41.1
537
-
39.2
-
-
39.2
118
63.4
T9
RB211-
535E4-B
34.2
2473
39.2
27.5
0.700
57.0
27.5
89.9
27.5
a. Quarlz filters will not adsorb EC, therefore the EC data before and after backup correction should be the same.
By averaging the emission indices of the tests with the same engine type, the OC and EC Els for different
engine models are compared in Table 13-8. The El results for the CFM56-2C1 are not shown in the table
due to the high background effect of crosswinds. For APEX-3 T3&4 for the AE3007-A1E engine, the
background quartz filter had high OC contamination, resulting in zero OC Els after backup and/or
background corrections.
245

-------
Table 13-8. Organic Carbon and Elemental Carbon Emission Indices for Different Engines
Engine
Time-
Weighted
Engine
Power3
(%)
Time-
Weighted
Fuel
Flow
(kg/h)
Background and
Backup Corrected
Background
Corrected Only
Without Any
Correction
OC
(mg/kg)
ECb
(mg/kg)
OC
(mg/kg)
ECb
(mg/kg)
OC
(mg/kg)
EC
(mg/kg)
CFM56-7B24
30.1
1264
62.1
26.6
105
26.6
200
35.4
CFM56-3B
31.0
1200
52.5
95.2
73.4
95.2
116
96.9
AE3007-A1E
41.1
537
-
39.2
-
39.2
118
63.4
RB211-535E4-B
34.2
2473
39.2
27.5
57.0
27.5
89.9
27.5
a. TWA was calculated from all the power levels tested for each test.
b. Quartz filters do not adsorb EC, therefore the EC data before and after backup filter correction should be the same.
Figure 13-7 compares the OC and EC emission indices obtained from different engines. Figure 13-7(a)
shows that, among the engines tested, the newer CFM56-7B24 engine produces the highest organic
carbon emissions and the RB211-535E4 engine had lowest OC El. The figure also shows that the effects
of backup and background correction on the emission index were different from one engine to another.
For elemental carbon emissions as shown in Figure 13-7(b), the highest El was obtained from the
CFM56-3B engine and the CFM56-2C had lowest EC El.
13.3 Particle-Phase Organic Compounds
The identification and quantification of trace organic compounds collected on the APEX quartz filter
samples were done using two approaches. After the APEX-1 campaign, the amount of organic carbon
collected on each individual quartz filter ranged between 0.01 and 0.16 mg, much below 1 mg of OC
required in order to use the solvent-extraction and GC/MS method for appropriate organic compound
speciation. As a result, the quartz filter samples obtained during APEX-2 from the same engines were
composited to increase the amount of OC for solvent extraction analysis. Thus, the corresponding
samples from T2 and T3 tests for the CFM56-3B tests were composited and labeled as T2&3. Also the
composite samples from T1 and T4 for the -7B24 model CFM56 were labeled as T1&4. In the case of
APEX-3, the more sensitive thermal desorption GC/MS (TD/GC/MS) method was used in lieu of solvent
extraction for all samples collected.
The emission indices of individual organic compounds were calculated for the different tests. Both the
quartz-filter artifact correction (backup correction) and background correction were conducted during the
emission index calculation. The results of emission indices with both backup and background correction
and the results that were background corrected but without backup-quartz-filter correction are all
summarized in Table H-1 in Appendix H. The total emission indices for individual organic groups and for
all the organic compounds detected are also presented in the tables.
246

-------
~	OC BK+Bkup Corrected
¦ OC BK Corrected
~	OC Without Correction
CFM56-2C CFM56-7B CFM56-3B AE3007A1E RB211-535E4
(b)
¦ EC BK Corrected
~ EC Without Correction
CFM56-2C CFM56-7B CFM56-3B AE3007A1E RB211-535E4
Figure 13-7. Comparison of OC and EC emission indices for: (a) organic carbon; and
(b) elemental carbon.
247

-------
Figure 13-8 shows the contribution of individual organic compounds to the total speciated particle-phase
El for different engines. The results were corrected for both quartz filter sampling artifact and background.
The test number and sampling campaign are presented in the figure. In general, the figure shows that
AE3007-A1E and CFM56-3B were the two engines having the highest emission indices of total speciated
organics. Both the P&W 4158 and CFM56-7B24 produced the lowest El for semi-volatile organic
compounds. However, the samples from APEX-2 T1&4 for the CFM56-7B24 engine were analyzed by
solvent extraction, which is considered less sensitive than the thermal desorption analysis used for the
APEX-3 engine samples. Therefore, the lower emission indices of speciated organic compounds for
APEX-2 T1&4 could be attributable to the method of analysis used.
Figure 13-9 compares the emission indices of classes of organic compounds for different engines. The
percentage value for each group is also presented in the figure. Regardless of the difference in engine
type, the n-alkanes and PAHs were the primary compounds observed. For the AE3007-A1E engine, the
total emission index of organic compounds was 293 ug/kg of fuel burned, of which about 58 percent was
n-alkanes and 42 percent was PAHs.
E317A(H)-21 B(H)-Hopane
~17A(H)-22,29,30-Trisnorhopane
~ABB-20R-C28-M ethyl c hoi estane
~	ABB-20R-C27-Chol estane
¦	lndeno[1,2,3-cd]pyrene
¦	Benzo[b]fl uoranthene
¦	Benzo[a]anthracene
~	Pyrene
¦	Fl uoranthene
¦	Phenanthrene
¦	Di benzofuran
¦	2,6-Dimethylnaphthalene
¦	2,7 Dimethyl naphthalene
¦	1 -M ethyl naphthalene
¦	Naphthalene
~	Dodecylcyclohexane
~	Squalene
~	2-M ethylnonadecane
~	n-Hexatriacontane (n-C36)
~	n-Tetratriacontane (n-C34)
~	n-Dotriacontane (n-C32)
~	n-Triacontane (n-C30)
¦	n-Octacosane (n-C28)
~	n-Hexacosane (n-C26)
¦	n-Tetracosane (n-C24)
~	n-Docosane (n-C22)
¦	n-Nonadecane (n-C19)
~	n-Heptadecane (n-C17)
¦	n-Pentadecane (n-C15)
~	n-Tridecane (n-C-13)
~	n-Undecane (n-C11)
oou
Pyrene
Fluor-
anthene
¦=•200
Fluor-
anthene
O 150
Pyrene
Squalene
n-Non-
T1 &4
T3&4
T6&7
APEX-1
APEX-2
APEX-3
APEX-3
APEX-3
APEX-3
~	Coronene
~	17B(H)-21A(H)-30-Norhopane
~ABB-20R-C29-EthylchoI estane
~AAA-20S-C27-Cholestane
~	Be nzo[ghi ]pe ryl e ne
~	Benzo(e)pyrene
¦	Benzo[k]fl uoranthene
~	Chrysene
~	Retene
~Anthracene
~	Fluorene
¦Acenaphthylene
01,3 Dimethylnaphthalene
¦	2-M ethyl naphthalene
~	Series34
~	Nonadecylcyclohexane
~	Naphthalic Anhydride
~	Phytane
~	n-Heptatriacontane (n-C37)
~	n-Pentatriacontane (n-C35)
~	n-Tritriacontane (n-C33)
~	n-Hentricontane (n-C31)
°n-Nonacosane (n-C29)
~	n-Heptacosane (n-C27)
¦	n-Pentacosane (n-C25)
~	n-Tricosane (n-C23)
~	n-Heneiicosane (n-C21)
~	n-Octadecane (n-C18)
~	n-Hexadecane (n-C16)
~	n-Tetradecane (n-C14)
~	n-Dodecane (n-C12)
Figure 13-8. Relative contribution of individual organic compounds to the total speciated
particle-phase El.
248

-------
24.5%
EPA2
APEX-1
CFM56-2C
43.4%
SB «'!-
T1&4
APEX-2
CFM56-7B
T11
APEX-3
CFM56-3B
~	PAH
¦	Cyclohexanes
~	OxyPAH
~	Alkenes
¦	Branched alkanes
~	n-alkanes
T3&4
APEX-3
AE3007
50.1%
T6&7
APEX-3
P&W4158
33.9
T9
APEX-3
RB211
Figure 13-9. Relative contribution of classes of organic compounds to the total speciated
particle-phase El.
The effects of the correction for quartz filter sampling artifact on the emission indices of individual organic
compounds were investigated by comparing the emission index results of individual organic groups
before and after backup correction as presented in Figure 13-10(a) and (b), respectively. After correction,
most oxy PAH and phthalates on the plume front quartz filters were significantly reduced or even
eliminated for all engines.
The effect of background correction was further investigated in Figure 13-11, where the emission index
results of n-alkanes and PAH obtained without any correction, with background correction only and with
both backup and background correction were compared. The results for n-alkanes are presented in
Figure 13-11(a) and Figure 13-11(b) provides the PAH results. The figures show that the background
quartz filters contained high n-alkanes, and therefore the El values for alkanes were substantially reduced
by background correction. For the PAHs, only the APEX-3 T3&4 and T9 tests had a high background.
Both Figure 13-10 and 13-11 underscore the need for a valid ambient background correction for these
types of chemical analyses.
249

-------
o>
J*
O)
X
0)
¦o
o


E
LLI
800
700
600
500
400
300
200
100
(a)

~	PAH
¦	Steroids
~	Cyelohexanes
¦	Oxy PAH
~	Phthalate
~	Alkenes
¦	Branched alkanes
~	n-alkanes
EPA1
EPA2
EPA3
T1&4
T2&3
T3&4
T6&7
T9
APEX-1
APEX-1
APEX-1
APEX-2
APEX-2
APEX-3
APEX-3
APEX-3
T11
APEX-3
O)
J*
O)
X
0)
"D
o


E
LLI
800
700
600
500
400
300
200
100
0
(b)
EPA1
APEX-1
B
~	PAH
¦	Steroids
~	Cyelohexanes
¦	Oxy PAH
~	Phthalate
~	Alkenes
¦	Branched alkanes
~	n-alkanes
EPA2
EPA3
T1&4
T2&3
T3&4
T6&7
T9
APEX-1
APEX-1
APEX-2
APEX-2
APEX-3
APEX-3
APEX-3
T11
APEX-3
Figure 13-10. Effects of quartz-filter sampling-artifact correction on emission indices of individual
organic groups: (a) before backup correction; and (b) after backup correction.
250

-------
1200
1000
o> 800
O)
s
a> 600
"O
¦g 400

I
LU
200
(a) n-alkanes
~	No Correction
¦ BK Corrected
~	BK&Bkup Corrected
EPA1
EPA2
EPA3
T1&4
T2&3
T3&4
T6&7
T9
APEX-1
APEX-1
APEX-1
APEX-2
APEX-2
APEX-3
APEX-3
APEX-3
~
T11
APEX-3
250
_ 200
a)
O)
"5) 150
x
0)
¦o
c
~ 100
0
3)
tn
1
m 50
(b) PAH
ntb.
~	No Correction
¦ BK Corrected
~	BK&Bkup Corrected
EPA1
EPA2
EPA3
T1&4
T2&3
T3&4
T6&7
T9
T11
APEX-1
APEX-1
APEX-1
APEX-2
APEX-2
APEX-3
APEX-3
APEX-3
APEX-3
Figure 13-11. Effects of background correction on emission indices of individual organic groups
for: (a) n-Alkanes; and (b) PAHs.
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252

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14. Quality Assurance
14.1 Data Quality Indicator Goals
The DQI (Data Quality Indicator) goals that were established prior to the three testing campaigns and
referenced in the respective QAPPs are presented in Table 14-1.
Table 14-1. DQI Goals for DEAL Instrumentation
Experimental
Parameter
Measurement
Method
Precision3
Accuracy13
Completeness
Detection Limit or
Range
[APEX-1]:Gas phase
measurements (CO2,
CO, THC)
Photoacoustic
analyzer
± 5%
± 5%
95%
CO2: 3.4 ppmv
CO: 0.2 ppmv
THC (as hexane):
0.008 ppmv
[APEX-2 and APEX-3]:
Gas phase
measurements (CO2)c
Infrared analyzer
± 5%
±5%
95%
0 to 800 ppmc
0 to 2000 ppm
[APEX-3]: Gas phase
measurements (CO2)d
Infrared analyzer
± 5%
± 5%
95%
0- to 10,000 ppm
Temperature
Thermocouple
5%
+ 5%
95%
K-type: -200°C-
1250°C
J-type: 0 °C-750°C
T-type: -250 °C - 350
°C
Volumetric air flow rate
Mass flow
controllers8
5%
+ 10%
95%
0-2 Lpm; 0-15 Lpm;
0-50 Lpm; 0-112 Lpm;
0-1120 Lpm
Differential pressure
Transducers
5%
+ 10%
95%
0-17.5 inches H20
PM massf
Gravimetric
analysis
3 pg9
±15 pg
90%
1 M9
a Calculated as the RSD of the reference measurements obtained at a constant instrument set point.
b Average variation between the reference measurements and instrument readings as determined over the entire
operating range.
c 0 to 800 ppm used for APEX-2; 0 to 800 ppm and 0 to 2000 ppm used in APEX-3.
d Horiba Model AIA 210.
8	Includes all on-line and time-integrated instruments as well as sampling tunnels.
f For time-integrated sampling only.
9	Determined as the standard deviation of the results of multiple analyses of the same filter on the same microbalance.
253

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All of the instruments used were calibrated before and after APEX-1 and before the APEX-2 field
campaign. APEX-3 followed shortly thereafter. Although not all of the instrumentation was calibrated
following APEX-3, all measurements were taken within the annual calibration window and, therefore,
there should be no resulting impact on data quality.
14.1.1 Photoacoustic Analysis (APEX-1)
Table 14-2 lists the optical filters and the calibration gas concentrations used with the
B & K Photoacoustic Multigas Analyzer during APEX-1. The analyzer was set up and calibrated for each
of the three gas channels before departing for the test campaign.
Table 14-2. INNOVA 1314 Photoacoustic Multigas Analyzer Calibrations
Optical
Gas Name
Span Gas
Filter

Concentration
UA0983
Carbon Dioxide (CO2)
924 ppm
UA0984
Carbon Monoxide (CO)
41.8 ppm
UA0987
Total Hydrocarbons (THC) as n-Hexane
5.37 ppm
Water
Water (H2O)
N/A
Quality control checks for the three gas compounds (C02, CO and n-hexane) measured by the
photoacoustic analyzer were performed before each test during APEX-1 per the QAPP. Post-test
calibration checks were not possible due to physical and time constraints that restricted access to the test
site. Therefore, span and zero calibration checks for the photoacoustic analyzer were performed once
each day. Summaries of all the daily calibration checks are included in the paragraphs below and are
summarized in Table 14-3.
Table 14-3. DQI Values for Photoacoustic Analyzer Gas Measurements for All Tests
Gas
Compound
Calibration Check
Range
(ppm)
Accuracy
(% bias)
Precision
(% RSD)
Percent Complete
C02
891-960
3.6-3.9
<2
100
CO
39.8-41.3
CO
^r
I
CM
<2
100
THC
4.95-5.58
3.9-7.8
<2
88
Calibration checks for C02 ranged from 891 ppm to 960 ppm. This range represents an accuracy range of
3.6 to 3.9 percent, which meets the 5 percent DQI goal. Precision for all C02 measurements was <2
percent, which also meets the 5 percent DQI goal. C02 measurements during APEX-1 were 100 percent
complete.
Measured calibration checks for CO ranged from 39.8 ppm to 41.3 ppm. This range represents an
accuracy range of 1.2 to 4.8 percent, which meets the 5 percent DQI goal. Precision for all CO
measurements was <2 percent, which also meets the 5 percent DQI goal. CO measurements for APEX-1
were 100 percent complete.
254

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THC calibration checks ranged from 4.95 ppm to 5.58 ppm. This range represents an accuracy range
from 3.9 to 7.8 percent, which falls slightly above the 5 percent DQI goal. Precision for all THC
measurements was <2 percent, which meets the 5 percent DQI goal. Of the 26 measurements made,
three were below 5.1 ppm, a value which represents the lowest acceptable value. This number of
measurements results in a completeness of 88 percent, which falls below the 95 percent completeness
goal.
14.1.2 Infrared C02 Gas Analyzers (APEX-2 and APEX-3)
Two identical Milton Roy 3300A infrared gas analyzers were used to measure the C02 gas concentration
during APEX-2 and APEX-3. One analyzer was installed to measure a sample from the plume tunnel and
the second to measure a sample from the background tunnel per the equipment configuration diagrams
included in the QAPP. The analyzers were equipped with three selectable ranges of 0-800, 0-1600, and
0-2000 ppm. Calibrations for both analyzers were performed on August 2, 2005, before departing for the
APEX-2 field campaign. Calibrations were performed on October 10, 2005, for the 0 to 2000 ppm range
before departing for APEX-3.
One Horiba Model AIA 210 infrared gas analyzer was used in APEX-3 only and was calibrated in the
DEAL on October 17, 2005, prior to departing for the field campaign.
These calibrations, summarized in Table 14-4, generated a linear relationship between the voltage output
of the analyzers and the calibration gases.
Daily calibration checks performed during the APEX-2 and APEX-3 campaigns are summarized in the
following paragraphs and in Table 14.5.
Table 14-4. Carbon Dioxide Analyzer Calibrations
Gas Analyzer
Gas Name
Span / Mid Gas
Concentrations
Milton Roy 3300A - Plume (APEX-2 only)
C02
710 ppm / 454 ppm
Milton Roy 3300A - Background (APEX-2 and APEX-3)
co2
710 ppm / 454 ppm
Milton Roy 3300A - Plume Low Range Analyzer (APEX-3 only)
co2
1730 ppm/1103 ppm
Horiba AIA 210 - Plume High Range Analyzer (APEX-3 only)
co2
5610 ppm/8570 ppm
255

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Table 14.5 DQI Values for Infrared C02 Gas Analyzer Measurements for All Tests

Plume
Background



Gas
Compound
Daily Calibration
Check Range
(ppm)
Accuracy
(% bias)
Precision
(% RSD)
Percent
Complete
CO2 Span Gas
(APEX-2)
709.5 - 734
705 - 716
-0.7 to 3.4
<3
100*
CO2 Mid-range
(APEX-2)
439-467
429-461
-3.3 to 2.9 (P)
-5.5 to 2.9 (B)*
<3
CO2 Span Gas,
High Range
8319-8807

-3 to 3
0-1

(APEX-3)




100
C02 Span Gas,
High mid-range
5613 -5905

0 to 5
1 -3
(APEX-3)





CO2 Span Gas,
Low Range
1719-1786

-1 to 3
0-<1

(APEX-3)




90
CO2 Span Gas,
Low mid-range
1104

0 to 6
0-<1
(APEX-3)





CO2 Span Gas
(APEX-3)
—
699 - 736
-2 to 4
0-1
100
CO2 Mid-range
(APEX-3)
—
438-474
-4 to 4
0-2
* With the exception of one low reading of 429 ppm in the analyzer used to sample background.
Daily calibration checks for the C02 span gas concentration during the APEX-2 campaign ranged from
709.5 to 734 ppm for the analyzer used to sample the plume, and from 705 to 716 ppm for the analyzer
used to sample the background. This range represents an accuracy range for both analyzers of -0.7 to
3.4	percent to meet the DQI goal of ± 5 percent.
Daily calibration checks for the C02 mid-gas concentration during APEX-2 ranged from 439 to 467 ppm
for the analyzer used to sample the plume. This range represents an accuracy range of -3.3 to 2.9
percent for the plume analyzer to meet the DQI goal of 5 percent. The analyzer used to sample
background ranged from 429 to 461 ppm, a range which represents an accuracy range of -5.5 to 2.9
percent. This range failed to meet the DQI goal of ± 5 percent for one reading of 429 ppm. This value is
the only reading that failed to meet the accuracy DQI goal and there is no explanation for the low value.
The same instrument performed exceptionally well the day before and the day after for the mid-calibration
checks, with readings of 460.7 and 450.1 ppm, respectively. These values represent accuracy values of
1.5	and -0.7 percent, respectively. Precision for all C02 measurements taken with both analyzers was
less than 3 percent to meet the DQI goal of 5 percent. With the exception of the one low reading, C02
measurements were 100 percent complete.
256

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During the APEX-3 campaign, three gas analyzers were used to measure C02 concentrations. Two
analyzers were used to sample from the "plume tunnel" with ranges of 0 to 2000 ppm and 0 to 10,000
ppm. One analyzer was used to sample from the "background tunnel" at a range from 0 to 800 ppm.
The span gas calibration checks for the Plume High Range C02 Anlayzer ranged from 8319 ppm to 8807
ppm, with an average of 8559 ppm. These values represent an accuracy range of -3 to 3 percent and a
precision ranging from 0 to 1 percent. The mid-range gas calibration checks for the same analyzer ranged
from 5613 ppm to 5905 ppm, with an average overall reading of 5742 ppm. The accuracy values ranged
from 0 to 5 percent and the precision ranged from 1 to 3 percent. Plume High Range C02 measurements
were 100 percent complete.
The span gas calibration checks for the Plume Low Range C02 Analyzer ranged from 1719 ppm to 1786
ppm, with an average of 1742 ppm. These values represent an accuracy range of -1 to 3 percent, and a
precision range from 0 to <1 percent. The mid-range gas calibration checks for the same analyzer ranged
from 1104 ppm to 1159 ppm, with an average overall reading of 1133 ppm. The accuracy values ranged
from 0 to 6 percent (highest value slightly exceeded the DQI goal of 5 percent) and the precision ranged
from 0 to <1 percent. Plume Low Range C02 measurements were 90 percent complete, a level which fell
slightly below the 95 percent goal.
The span gas calibration checks for the Background C02 Analyzer ranged from 699 ppm to 736 ppm, with
an average of 713 ppm. These values represent an accuracy range of -2 to 4 percent and a precision
ranging from 0 to 1 percent. The mid-range gas calibration checks for the same analyzer ranged from 438
ppm to 474 ppm, with an average overall reading of 450 ppm. The accuracy values ranged from -4 to 4
percent and the precision ranged from 0 to 2 percent. These measurements were 100 percent complete.
14.1.3 DQI Measurements for Volumetric Air Flow Rates
For APEX-1, APEX-2 and APEX-3, calibrations for the filter sampler mass flow meters and mass flow
controllers were completed annually by the EPA Metrology Laboratory. The calibration files will be
archived as part of the permanent record of the study. The DQIs can be assessed using the Metrology
Laboratory reports and the information they provide. The reports include a "combined expanded
uncertainty" value that is applicable over the calibration range of the particular device. All volumetric flows
were recorded on the DAS and were monitored closely before, during, and after testing. No unexpected
behavior was observed during the field campaigns, and it is therefore assumed that the true value is ± the
uncertainty of the recorded value. These measurements were 100 percent complete.
During the APEX-1 campaign, the major and minor sampling tunnel flows were measured using thermal
dispersion mass flow transmitters that provided feedback to a pair of variable speed blowers. The ability
of this system to precisely control the flow rate was impractical to test prior to the system being subjected
to the ram effects from the jet engine exhaust. The blowers functioned properly in providing a sample flow
into the DEAL that was sufficient for the particle measurement instruments to draw a slipstream via their
own internal or external pump. Since isokinetic sampling was not a requirement and a sufficient sample
was delivered, the quality of the data does not appear to have been compromised as a result of these
imprecise measurements. The only compromise that could be a result of these imprecise measurements
would be having an unknown cutpoint for the virtual pre-separator. However, the main function of the
virtual impactor was to remove the larger particles that were not of interest and that could result in the
need for more frequent instrument cleaning. The EPA Metrology Laboratory performed calibrations of
these devices. The calibration files will also be archived.
257

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For the APEX-2 and APEX-3 campaigns, new centrifugal blowers, each controlled by variable frequency
drives, were installed in the DEAL to replace the sample extraction system used in APEX-1. The new
blowers substantially improved flow stability in the plume sampling tunnel.
14.1.4	Temperature (Thermocouples)
The DEAL thermocouples are calibrated annually by the EPA Metrology Laboratory. The calibration files
will be archived as part of the permanent record of the study. The thermocouple DQIs can be assessed
using the Metrology Laboratory reports and the information they provide. The reports include a "combined
expanded uncertainty" value that is applicable over the calibration range of that thermocouple. As long as
there were no observations of a thermocouple responding with unexpected values, it can be assumed
that the true value is ± the uncertainty of the recorded value. Metrology Laboratory experience has
determined that thermocouple results are consistent and reliable within one year of the calibration date.
No measurements were made during the field campaigns that fell outside of the calibration range of the
thermocouples; therefore, these measurements were 100 percent complete.
14.1.5	DQI Measurements for Differential Pressure
The Validyne PD55 and the Modus R12 differential pressure transducers were calibrated by the EPA
Metrology Laboratory so that the field campaigns took place within a year of the calibration date. The
Validyne PD55 was used in APEX-1 and the Modus R12 was used in APEX-2 and APEX-3. The
calibration files will be archived. The differential pressure transducer DQIs can be assessed using the
Metrology Laboratory report and the information this report provides. The report includes a "combined
expanded uncertainty" value that is applicable over the calibration range of the pressure transducer. As
long as there were no observations of the transducer responding with unexpected values, it can be
assumed that the true value is ± the uncertainty of the recorded value. No measurements were made
during the field campaigns that fell outside of the calibration range of the differential pressure transducers;
therefore, these measurements were 100 percent complete.
14.2 Post-Test Laboratory Analysis
14.2.1 Gravimetric Analysis of Teflon Filter Samples
As described by MOP-2503 for filter gravimetric analysis (see Table 4-7), sample weighing was
conducted at specified ranges of room temperature and relative humidity. The balance stability was
controlled by checking the variations of the standard weights before and after analysis. A control Teflon
filter was used to monitor the long-term balance stability.
Table 14-6 shows the results of a QC check of the variations in these parameters during the gravimetric
analysis that was conducted for the APEX-3 samples. The balance exhibited good stability with RSDs of
less than 0.002 percent. The RSD was 0.8 percent for weighing room temperature and 1.2 percent for
weighing room relative humidity, indicating that the gravimetric analysis was done under the required
strictly controlled environmental conditions. Table 14-6 also includes replicate weights obtained for 100
mg and 200 mg standards used to assess accuracy/bias. All of the weights obtained met the DQI
accuracy goal of ± 0.015 mg.
258

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Table 14-7 documents the standard deviation of replicate tare weights observed for individual APEX-3
Teflon filters. These standard deviations were equal to 0.003 mg or less, a value which also met the QA
precision requirement.
The replicate final weights of APEX-3 Teflon filter samples are shown in Table 14-8. The values in the
table were measured on three different days: 1/16, 1/18 and 1/20/06. The standard deviation in replicate
sample weight measurement was less than 0.05 mg. By comparing the weights measured on 1/16 and
1/20, consistent losses were observed for almost all the samples as shown in Figure 14-1. This weight
reduction is considered to be primarily attributable to slight sample losses by vaporization of volatile
materials during the sample measurement procedure (in particular, during the 24-hour equilibrium prior to
weighing). The detection limit of this sampling technique was limited due to the low mass of PM collected
on the filters. Therefore, the usability of these data is limited.
Table 14.6 Variations in Environmental Conditions and Balance Stability for APEX-3 Teflon
Filter Gravimetric Analysis
Date
Time
Temp
(F)
RH
(%)
Control
TF
(mg)
Blank
TF
(mg)
Standarc
(100 mg)
Weight
(200 mg)
10/1 7/05

69.5
36.0
172.627
174.773
99.994
199.993



172.627


199.993



172.627


199.993



172.627


199.992
14:57
70.0
36.3
172.629
174.772
99.995
199.990
17:15
70.0
36.3




10/18/05
14:50
69.9
36.0




16:48
70.5
36.5




10/19/05

71.0
37.0





71.0
37.0




10/21/05

70.0
37.0
172.633
174.780
99.993
199.993



172.634
174.769
99.996
199.993



172.632
174.774


Standard Deviation
0.54
0.44
0.003
0.004
0.001
0.001
Relative SD (%)
0.77
1.19
0.002
0.002
0.001
0.001
259

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Table 14-7. Standard Deviation of Replicate Tare Weight Measurement for Each of APEX-3 Teflon
Filters
Filter ID
Tare Weight (mg)
Standard
Deviation
1
2
3
4
5
6
7
8
mg
T101305A
152.394
152.393






0.001
T101305B
150.436
150.437






0.001
T101305C
151.785
151.786






0.001
T101305D
148.281
148.284
148.280
148.280




0.002
T101305E
147.762
147.761






0.001
T101305F
148.521
148.523
148.519
148.524
148.523
148.522


0.002
T101305G
149.070
149.071






0.001
T101305H
149.312
149.309
149.311
149.312




0.001
T1013051
149.999
149.998






0.001
T101305J
151.229
151.226
151.228
151.229




0.001
T101305K
151.106
151.101
151.099
151.103
151.103
151.103


0.002
T101305L
144.638
144.637






0.001
T101305M
148.034
148.034






0.000
T101305N
146.045
146.043
146.047
146.044
146.046
146.041
146.039
146.041
0.003
T1013050
146.488
146.487






0.001
T101305P
147.761
147.761






0.000
T101305Q
149.349
149.349






0.000
T101305R
147.470
147.470






0.000
T101305S
146.170
146.169






0.001
T101305T
146.722
146.718
146.720
146.715
146.718
146.717


0.002
T101305U
147.734
147.730
147.734
147.733




0.002
T101 305V
147.462
147.464
147.462
147.465
147.465
147.465


0.001
T101305W
149.207
149.209
149.206
149.210
149.208
149.208


0.001
T101305X
145.766
145.767






0.001
T101305Y
147.371
147.374
147.370
147.375
147.377
147.371
147.376

0.003
260

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Table 14-8. Replicate Final Weight Measurement for Each APEX-3 Teflon Filter
Filter ID
1/16/06
(mg)
1/16/06
(mg)
1/18/06
(mg)
1/18/06
(mg)
1/20/06
(mg)
1/20/06
(mg)
SD
(mg)
T101305A
152.547
152.542


152.531

0.008
T101305B
150.489
150.468


150.467

0.012
T101305C
151.838
151.804


151.798

0.022
T101305D
148.352
148.318


148.265

0.044
T101305E
148.345
148.332
148.325
148.324
148.323
148.320
0.009
T101305F
148.635



148.587
148.584
0.029
T101305G
149.444

149.435
149.437
149.432

0.005
T101305H
149.324



149.315

0.006
T1013051
150.067



150.060

0.005
T101305J
151.276
151.247
151.239

151.241

0.017
T101305K
151.258



151.250
151.247
0.006
T101305L
144.696

144.659

144.656

0.022
T101305N
146.070



146.064

0.004
T1013050
146.749



146.743

0.004
T101305P
147.794



147.772

0.016
T101305Q
149.374



149.351
149.351
0.013
T101305S
146.204
146.187


146.181

0.012
261

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153
152
O) 151
E
O)
5
150
Z 149
c
^ 148
a)
c
o
a)
147
146
145
144
~ 1/16/06
¦ 1/20/06
OlOlOo
OOOOOOoOfO
tOtOtOtOtOtOpijfO,-
o555oo55°
^	-I z	O	0-
2 m	w	m	m
o o	o o	o	o
" to	f> to	to	f>
a
w
o
to
w
w
o
to
Figure 14-1. Sample losses from the comparison of weights measured on 1/16/06 and 1/20/06.
14.2.2 PM Organic Speciation Analysis
14.2.2.1 Solvent Extraction - GC/MS
The speciation of APEX-2 quartz filter samples was conducted by solvent extraction and GC/MS analysis.
Five-level standard calibration curves were prepared and injected onto the GC/MS system prior to
analysis of all quartz filter samples. These calibration curves consisted of aromatic PAHs (NIST1491 and
NIST 2260 standards), the second calibration curve of semivolatile alkanes (NIST 1494), and the third
calibration curve of methyl esters of organic acids [Quantitative Standard #3 (QS#3) from University of
Wisconsin]. The standard deviations for all calibration components were below 30 percent (most below
15%) for nearly all target compounds.
A method detection limit (MDL) study was also conducted prior to sample analysis. The lowest calibration
level (the practical quantitation limit, or PQL) was chosen to be the level that was replicated seven times
in accordance with EPA's SW-846 guidelines (Test Methods for Evaluating Solid Waste,
Physical/Chemical Methods) for determination of an MDL. The standard deviation was multiplied by 3.14
(chart values for seven replicates) to determine each MDL. Sample values that fell below the MDL were
not used.
Some compounds were not present in the standard and were quantified using relative response factors
from closely eluting similar compounds. The qualitative determination of these non-target components
262

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was facilitated using retention times gathered from an extracted wax resin and also by using
fragmentation library matching.
Due to the punches taken from the quartz filter samples for OC/EC analysis before solvent extraction, a
compensation was required to account for sample losses. Since the exposed area of each quartz filter
was 13.45 cm2 and each punch had a known area of 1.45 cm2, the total nanogram (ng) value of the filter
was multiplied by a factor of 1.12 if one punch was taken from the filter.
Overall target analyte validity was determined by the presence of the target ion plus the molecular ion
(alkanes)/qualifier ions. Comparison of isotopic ratios and retention times with daily standards as well as
known mass spectral libraries assisted greatly in this process. Since the GC/MS system used was
equipped with an electronically programmable control (EPC), retention times did not shift appreciably
throughout the analysis period. This stability of retention times was critical for accurate determination of
target analyte components, especially when good isotopic ratio comparisons/lack of molecular ion
(alkanes) were not a viable option. In certain cases, the levels of interfering ions were judged to be
significant, and these particular components were deemed invalid. These results were not used.
Spikes were performed to determine the recoveries of individual components. Excellent recoveries were
found for most of the targets as shown in Table 14-9.
14.2.2.2 Thermal Desorption - GC/MS
The quartz filter samples collected during APEX-1 and APEX-3 were analyzed using the thermal
desorption (TD) system with GC/MS. Quantitative analysis was performed for semivolatile alkanes and
PAHs.
Due to the known low organic content in the quartz filter samples, a single level (high level 1) calibration
was used to quantify the data set. A lower calibration level (mid level 2) was used as the closing standard
and laboratory acceptance criterion. The standard had 83 percent of the components fall within 20
percent of the actual values. More than 75 percent of the target components meet the acceptance criteria,
meaning the calibration was valid. A valid calibration ensured that all of the samples and blanks analyzed
were bracketed by a successful stable calibration.
Blanks were analyzed prior to the analysis of each sample to determine cleanliness of the TD/GC/MS
system. Cleanliness of the TD/GC/MS system was of particular importance due to the nature of the TD
methodology and the relative inefficiency of system cleansing for the components with higher boiling
points in complex matrices. A method was specifically designed to purge the system of all residual target
components. This purging method allowed the TDS split vent to open and purge the system at 90 ml/min
for 10 minutes under high heat. This procedure was conducted prior to each sample run. An additional
intensive rinsing procedure was developed to minimize target contamination.
Maximum sample load was determined by a pre-study. The pre-study demonstrated that a maximum of
three quantitative slivers (2 mm x 30 mm) could be contained within the critical 79 mm "optimal heat
zone." Loading more sample slivers would have proved more difficult and could have potentially resulted
in adverse affects such as poor thermal transfer and internal standard biasing. The methodology proved
to have enough organic material present for each sample to acquire meaningful data without jeopardizing
thermal transfer to the GC/MS.
263

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Fable 14-9. Recoveries of Individual Components by Solvent Extraction Analysis
Compound % Recovery Compound % Recovery
Napthalene
78%
Squalene
110%
1 -Methylnaphthalene
91%
n-Heptacosane
130%
2-Methylnaphthalene
91%
Pristane
86%
2,6-Dmethylnaphthalene
94%
n-Octacosane
131%
Acenapthylene
93%
n-Nonacosane
128%
Acenapthene
95%
n-Triacontane
128%
Dibenzofuran
92%
n-Hentricontane
123%
Fluorene
103%
n-Dotriacontane
116%
Methylfluorene
96%
n-Tritriacontane
116%
Phenanthrene
101%
n-Tetratriacontane
113%
Anthracene
114%
n-Pentatriacontane
120%
9-Methylanthracene
99%
n-Hexatriacontane
112%
Fluoranthene
110%
n-Heptatriacontane
107%
Retene
113%
n-Octatriacontane
106%
n-Decane
26%
Pyrene
93%
n-Undecane
66%
Benzo(ghi)fluoranthene
114%
n-Dodecane
86%
Cyclopenta(cd)pyrene
95%
n-Tridecane
96%
Benz(a)anthracene
101%
n-Tetradecane
99%
Chrysene
98%
n-Pentadecane
102%
1-Methylchrysene
108%
n-Hexadecane
104%
Benzo(b)fluoranthene
101%
n-Heptadecane
105%
Benzo(k)fluoranthene
100%
n-Octadecane
106%
Benzo(e)pyrene
108%
Phytane
110%
Benzo(a)pyrene
115%
Dodecylcyclohexane
111%
Perylene
122%
n-Nonadecane
113%
lndeno(1,2,3-cd)pyrene
99%
2-Methylnonadecane
126%
Dibenzo(a,h)anthracene
99%
3-Methylnonadecane
127%
Benzo(ghi)perylene
113%
n-Eicosane
102%
Coronene
87%
n-Heneicosane
108%
ABB-20R-C27-Cholestane
74%
Pentadecylcyclohexane
114%
AAA-20S-C27-Cholestane
91%


ABB-20R-C28-

Docosane
111%
Methylcholestane
98%


ABB-20R-C29-

Tricosane
118%
Ethylcholestane
95%


17A(H)-22,29,30-

Tetracosane
122%
Trisnorhopane
82%


17 B(H)-21 A(H)-30-

Pentacosane
120%
Norhopane
115%
Hexacosane
125%
17A(H)-21 B(H)-Hopane
96%
Nonadecylcyclohexane
98%


264

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14.2.2.3	IC Analyses
The quality of the inorganic water-soluble ion analysis was evaluated by comparing the results of three
replicate injections of the sample extracts. Table 14-10 provides the RSD for some of the filter samples
analyzed, all of which met the measurement acceptance criterion of ± 15 percent established for the IC
analyses.
14.2.2.4	XRF Analyses
In the XRF analytical report, the concentrations of elements were reported together with their
uncertainties. To insure the quality of the emissions data calculated accordingly, a criterion was set to
discriminate the data reported. Only an element with a concentration three times greater than its
uncertainty was considered acceptable for further emission factor estimation.
Table 14-10. Relative Standard Deviation in IC Measurements
Sample ID
nh4
CI
S04
NO3
%
%
%
%
T0322040
0.990

3.95

T032304U
3.08

0.747

T032403A


2.64

T032204Q
1.13

3.44

T080105B
0.845

1.25

T080105F
1.77

2.97
0.941
T080105G

2.98


T080105E


3.57
7.75
T1081051
7.72

2.25

T101305E
5.30

0.784

T101305F


1.10

T101305D
5.68

2.82

T101305G
14.0

0.669

T101305K
3.27

0.340

T101305J

1.92


T101305N

1.30
1.10

T1013050

2.04


14.2.2.5 EC/OC Analyses
Single point calibrations were performed daily prior to analysis of samples using a known amount of
sucrose solution spiked into a filter cut. If the results of this calibration check were within ± 5 percent of
the known value, the sample analysis was performed. If results of the calibration were outside the ± 5
percent criterion, the instrument was recalibrated and analysis of the spike was repeated until an
acceptable value was achieved. Instrument blanks were also performed with each batch of samples and
at least one sample was analyzed in duplicate. All accuracy and precision objectives were met and the
analyses were 100 percent complete.
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266

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15. Conclusions and Recommendations
A number of conclusions were reached as a result of the APEX testing program. These conclusions are
as follows:
•	The testing of aircraft turbine engine emissions is difficult, requiring long sampling lines with their
associated high residence time and particle losses. Corrections were made for particle losses, but the
impact of the long residence time has yet to be established.
•	The PM mass emission index ranged from approximately 10 to 550 mg/kg of fuel burned, depending
on engine and fuel type, operating power, and environmental conditions.
•	For the turbofan engines tested, the relationship of EIM to fuel flow (engine power) followed a
characteristic U-shape with the emissions high at idle, dropping off to a minimum at mid-range power,
and rising again at high engine thrust.
•	The particle number emission indices observed in the program ranged from approximately 1 (10)15 to
1 (10)17 particles/kg of fuel burned, again depending on engine and fuel type, operating power, and
environmental conditions.
•	For most of the turbofan engines tested, a logarithmic relationship of EIN to fuel flow (engine power)
was determined in the general form:
El = m(ln fuel flow) + b	(15-1)
where
m = slope of the regression line = -2(10)15 to -3(10)16
b = intercept of the regression line = 2(10)16 to 2(10)17
•	Both EIm and EIN were found to increase with increasing fuel sulfur content. For EIM, the PM emission
increased linearly with fuel sulfur, whereas for EIN, the increase appears to be more of an exponential
function.
•	Engine operating temperature had a measurable effect on both EIM and EIN. In both cases, the
emissions were slightly lower (i.e., ~8%) when the engine was warm.
•	The particle size distributions of the emissions found in the study were generally unimodal and
lognormally distributed with electrical mobility diameters ranging from ~3 to slightly larger than
100 nm. At higher power levels, a small accumulation mode was also observed.
•	Both the GMD and GSD of the PSD also varied with engine and fuel type, thrust, and environmental
conditions. The GMD ranged from approximately 10 to 30 nm (electrical mobility diameter) and the
GSD ranged from 1.4 to 2.
267

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•	In general, the largest GMDs and GSDs were obtained at high power conditions. The observations
suggest that the PSDs produced by the engines tested under power conditions of <30% rated thrust
were unimodal and consisted of primary nuclei particles, whereas for thrust levels >85%,
accumulation mode particles were formed, and the PSD curves became broader.
•	A comparison of measurement techniques for PM mass, number, and size indicated significant
discrepancies between instruments. Of particular note is a comparison of the EIM obtained by the
Nano-SMPS and the time-integrated Teflon filter sampling. The filter-based method always produced
higher values than the SMPS-based method and there was no linear correlation between the two
techniques.
•	Of the various instruments used to measure PM mass, number, and size, the SMPS appears to be
the most reliable. The lack of correlation with the filter-based technique is disturbing, however, and an
area worthy of further investigation.
•	The emission indices for BC and particle surface-bound PAHs generally follow trends similar to EIM
discussed above, except that: (1) BC was always highest at high power, and (2) fuel composition had
no measureable effect on either BC or PAH emissions. However, the BC and PAH on-line
measurements were highly variable and oftentimes did not track well with power changes.
•	The chemical composition of the gas-phase NMVOCs and carbonyls varied by engine type as
measured on a time-integrated basis over all power conditions. However, significant quantities of a
number of compounds listed in the Clean Air Act as HAPs were found in some or all engines
including formaldehyde, acetaldehyde, benzene, acrolein, toluene, and 1,3-butadiene.
•	The elemental composition of the PM samples collected on Teflon filters was dominated by sulfur. In
some samples, however, significant amounts of crustal elements such as silicon were also found due
to the resuspension of concrete cuttings generated during installation of the sampling probes and
lines.
•	Sulfate was by far the most abundant water-soluble ion determined from the Teflon filter samples.
Calculations of the transformation of S(IV) in the fuel to S(VI) indicate conversion rates in the range of
2 to 4%, a conversion rate which compares favorably to the rates obtained by other investigators.
•	The emission indices determined in the program for OC and EC as determined from quartz filter
sampling ranged from 37 to 83 mg/kg fuel for OC and 21 to 98 mg/kg fuel for EC, respectively. The
ratio of EC to OC ranged from 0 to almost 2 depending on the engine type and fuel being tested.
•	Over 70% of the particle-phase organic compounds, also determined from the quartz filters, consisted
of n-alkanes and PAHs. Also, of the engines tested, the CFM56-3B1 and AE3007A1E had the highest
emission indices of total speciated organic compounds, whereas the P&W 4158 and CFM56-7B24
had the lowest.
•	The results obtained in the study are at least generally comparable to those of other APEX
investigators. However, a report of the APEX-3 results from the other groups has not as yet been
released.
Based on the above conclusions, the following recommendations for future research are offered for
consideration by funding agencies:
268

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•	One major issue to be resolved in future work is the effect of the sampling system on the
experimental results. This effect includes both particle losses in the sampling lines as well as the
potential transformation of the aerosol from the point of collection to the point of measurement. A
standardized sampling system with well-characterized performance should be employed in all future
testing. Also, the issue of representative plume sampling should be addressed.
•	The lack of good agreement between instruments is also a significant issue warranting additional
research. Of particular importance is the lack of correlation between on-line SMPS and filter-based
methods for determining EIM.
•	Although particle losses through the sampling system can be characterized using traditional aerosol
science techniques (e.g., NaCI aerosol), a reliable soot calibration source is needed that is both
reproducible and stable. Although work is underway under both NASA and EPA Office of
Transportation and Air Quality sponsorship to develop the necessary calibration equipment, additional
research and development is definitely needed in this regard.
•	A reliable on-line method for the direct determination of PM mass emissions is needed. Neither the
TEOM nor the QCM appears capable of conducting these measurements in a reliable manner. The
TEOM is generally not sensitive enough and the QCM produces values higher than other methods
and QCM sampling times are limited due to crystal saturation.
•	The effect of fuel composition is also an area worthy of additional investigation. In particular, the
further examination of the influence of sulfur and aromatics on sulfate and organic emissions is
needed to assess the impact of future aviation fuels on local air quality and global climate change.
•	Further work is needed in the characterization of plume aging. To date, all measurements have been
performed in the near-field plume < 50 m from the engine exit. There are many issues related to
fence-line and neighborhood air quality that need to be addressed at distances far greater than 50 m
and multiple points downstream. For the plume aging tests, the instrumentation should be positioned
directly in the plume to avoid problems with long sampling lines.
•	Additional chemical characterization of both the gas- and particle-phase emissions by power
condition is needed. The data provided above are representative of all thrust levels during a particular
test. However, specific data for at least the four ICAO-specified power conditions are needed in order
to make a determination of the local air quality impacts from airports.
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270

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16. References
Anderson, B. E., E. L. Winstead, C. H. Hudgins, and K. L. Thornhill (2006). Concentrations and physical
properties of particles within the exhaust of a CFM-56 engine. In Aircraft Particle Emissions experiment,
Report No. NASA/TM-2006-214382, National Aeronautics and Space Administration, Glenn Research
Center, Cleveland, OH.
EPA (2008). Ambient air monitoring reference and equivalent methods. Title 40 Code of Federal
Regulations, Part 53, available at: http://www.qpoaccess.gov/cfr/index.html.
EPA (2005a). Characterization of fine particulate emissions from commercial jet aircraft engines during
JETS (Jet Emissions Testing for Speciation). Quality Assurance Project Plan, Category Ill/Applied
Research, Revision 0, QTRAK# 3056, August.
EPA (2005b). Characterization of fine particulate emissions from commercial jet aircraft engines during
the Aircraft Particle Emissions experiment 3 (APEX3) Program. Quality Assurance Project Plan, Category
Ill/Applied Research, Revision 0, QTRAK #3056, October.
EPA (2004). Testing of a CFM-56 commercial aircraft engine. Quality Assurance Project Plan, Category
Ill/Applied Research, Revision 0, QTRAK# 3056, April.
EPA (1999a). Compendium Method TO-15: Determination of Volatile Organic Compounds (VOCs) In Air
Collected in Specially-Prepared Canisters and Analyzed By Gas Chromatography/Mass Spectrometry
(GC/MS). Center for Environmental Research Information, Office of Research and Development, U.S.
Environmental Protection Agency, Cincinnati, OH. January 1999. Available at: http://www.epa.gov/
ttn/amtic/files/ambient/airtox/to-15r.pdf.
EPA (1999b). Compendium of Methods for the Determination of Toxic Organic Compounds in Ambient
Air, Second Edition, Compendium Method TO-11A: Determination of Formaldehyde in Ambient Air Using
Adsorbent Cartridge Followed by High Performance Liquid Chromatography (HPLC) [Active Sampling
Methodology], Center for Environmental Research Information, Office of Research and Development,
U.S. Environmental Protection Agency, Cincinnati, OH. January 1999. Available at: http://www.epa.gov/
ttn/amtic/files/ambient/airtox/to-11 ar.pdf.
EPA (1998). Technical Assistance Document for Sampling and Analysis of Ozone Precursors, EPA/600-
R-98/161; National Exposure Research Laboratory, U.S. Environmental Protection Agency, Research
Triangle Park, NC. September 1998. Available at: http://www.epa.gov/ttn/amtic/files/ambient/pams/
newtad.pdf.
271

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Hildemann, L. M., G. R. Markowski, M. C. Jones, and G. R. Cass (1991). "Submicrometer aerosol mass
distributions of emissions from boilers, fireplaces, automobiles, diesel trucks, and meat cooking
operations," Aerosol Sci. Techno!., 14, 138-152.
Katragkou, E., S. Wilhem, and F. Arnold (2004). First gaseous S(VI) measurements in the simulated
internal flow of an aircraft gas turbine engine. Geo. Res. Letters, 31, L02117, doi:
10.1029/2003GL018231.
Kinsey, J. S., W. A. Mitchell, W. C. Squier, A. Wong, C. D. Williams, R. Logan, and P. H. Kariher (2006a).
Development of a new mobile laboratory for characterization of the fine particulate emissions from heavy-
duty diesel trucks," J. Auto. Eng., D3, Vol. 220, 335-345.
Kinsey, J. S., W. A. Mitchell, W. C. Squier, K. Linna, F. G. King, R. Logan, Y. Dong, G. J. Thompson, N.
N. Clark (2006b). "Evaluation of methods for the determination of diesel-generated fine particulate matter:
Physical characterization results," J. Aero. Sci., 37, 63-87.
Liscinsky, D. and H. Hollick (2008). Effect of particle sampling technique and transport on particle
penetration at the high temperature and pressure conditions found in gas turbine combustors and
engines. Summary Report of Year 1 Activities, NASA Contract No. NNC07CB03C, United Technologies
Research Center, East Hartford, CT, February 29.
Lobo, P., P. D. Whitefield, D. E. Hagen, S. C. Herndon, J. T. Jayne, E. C. Wood, W. B. Knighton, M. J.
Northway, D. Cocker, A. Sawant, H. Agrawal, and J. W. Miller (2007). The development of exhaust
speciation profiles for commercial jet engines. Final Report, Contract No. 04-344, California Air
Resources Board, Sacramento, CA, October 31.
Lobo, P., D. E. Hagen, and P. D. Whitefield (2006). Physical characterization of aerosol emissions from a
commercial gas turbine engine—Project APEX. In Aircraft Particle Emissions experiment, Report No.
NASA/TM-2006-214382, National Aeronautics and Space Administration, Glenn Research Center,
Cleveland, OH.
NIOSH (2003). Diesel particulate matter (as elemental carbon). Method 5020:lssue 3, available at:
http://198.246.98.21/niosh/nmam/pdfs/5040.pdf.
Petzold, A. and F. P. Schroder (1998). "Jet engine exhaust aerosol characterization, Aerosol Sci.
Technol., 28, 63-77.
Schumann, U., F. Arnold, R. Busen, J. Curtius, B. Karcher, A. Kiendler, A. Petzold, H. Schlager, F.
Schroder, and K.-H. Wohlfrom (2002). Influence of fuel sulfur on the composition of aircraft exhaust
plumes: The experiments SULFUR 1-7. J. Geo. Res., 107, D15, 4247, doi: 10.1029/2001JD000813.
Turpin, B.J.; Huntzicker, J.J.; Hering, S.V. (1994). Investigation of organic aerosol sampling artifacts in the
Los Angeles Basin, Atmos. Environ. 28, 3061-3071.
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Wey, C. C. et al., (2006). Aircraft particle emissions experiment (APEX). NASA/TM-2006-214382, ARL
TR-3903, National Aeronautics and Space Administration, Glenn Research Center, Cleveland, OH.
September. Available at: http://qltrs.qrc.nasa.gov.
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Appendix A
Description of the Dilution Sampling System (DSS)

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A. Dilution Sampling System (DSS)
This program was originally designed to also provide critical PM emissions data for
artificially diluted exhaust (measured 1 m behind the engine) as well as for the plume
after natural atmospheric dilution and cooling. This methods comparison was attempted
during the first two tests of APEX-1 using the Dilution Sampling System (DSS).
However, because of the highly disparate results produced between the two methods in
APEX-1, this portion of the study was deferred for further investigation at a future date.
For completeness, a brief description of the DSS is provided here.
The dilution sampler dilutes hot exhaust emissions with clean air to simulate atmospheric
mixing and particle formation. The DSS collected samples from the custom-designed
rake assembly provided by NASA at the engine exit plane. Figure A-l presents the
engine exhaust configuration where the exhaust plane sampling was conducted.
Figure A-l. APEX 1- Jet Engine Exhaust Plume Configuration
Control of residence time, temperature, and pressure allows condensable organic
compounds to adsorb onto particles as they might in ambient air. The sampler is also
designed and fabricated to minimize any contamination of samples, especially organic
compound contamination. The dilution sampling unit is designed to minimize PM2.5
losses to the sampler walls. A clean air supply system provides high efficiency, particle-
A-l

-------
arresting (HEPA) and carbon-filtered air for dilution of source emissions. The dilution air
conditioning system can be modified to add a heater, cooler, and dehumidifier as needed.
Cleaned dilution air enters the main body of the sampler downstream of the dilution air
orifice meter. Figure A-2 is a schematic diagram of the dilution sampling unit and its
major components. A full description of the sampler inlet equipment (SI), turbulent
mixing chamber (S2), residence time chamber (S3), and sample collection zone (S4) can
be found in EPA's Quality Assurance Project Plan (QAPP), Chemical Analysis of Fine
Particulate Matter, Quality Assurance Category III (U.S. EPA, 2000), and the Operation
and Instructions Manual for the DSS (ARCADIS, 2003).
A. 1 DSS - Sample Extraction System
Instrumentation for control of the dilution sampling unit is shown in Figure A-3.
Differential pressure measurements made across the venturi and orifice meters are used to
determine the dilution air flow rate, the sample gas flow rate, and the exhaust gas flow
rate. The sampler is equipped with automated data logging capabilities to better monitor
testing operations and to minimize manpower requirements during sampling operations.
Automated temperature control of the heated inlet line and the venturi meter is also
provided as well as automated control of gas flow rates.
A. 2 Monitoring Instrumentation for DSS
The DSS is designed to accommodate manual sample collection using multiple media, as
well as continuous monitoring approaches. Manual sampling is accomplished through the
use of collection arrays including PM-2.5 cyclones, Teflon and quartz filters, PUF plugs,
SUMMA-polished stainless steel canisters, and DNPH-impregnated sampling cartridges.
Samples are collected from both the dilution chamber (DC) (to establish the background
of materials of interest in the high volume of dilution air) and the residence chamber
(RC). A detailed schematic diagram of the sample collection arrays used in testing
aircraft jet engine emissions is shown in Figure A-4. Samples of the dilution air are
collected to evaluate the analyte background in the dilution air. The sampling array
configuration for the DSS for speciated testing at the engine exit plane is summarized in
Table A-1.
A-2

-------
S2 - Turbulent Mixing Chamber
Re
10,000
S3 - Residence Time Chamber
RESIDENCE
TIME
CHAMBER
ACCESS
PORTS
O hi
S1 - Sample Inlet Equipment
STACK
EMISSIONS
'HIGH-VOL)
FROM
NASA
RAKE
ASSEMBLY
2.1 um
IYCLONES
FILTER
VENTURI
HEATED INLET LINE
EMISSIONS INLET
SAMPLE
FILTER
HOLDERS
PUMP
DILUTION
AIR
ACTIVATED
CARBON
BED
HEPA
FILTER
COOLING
UNIT
BLOWER
Dilution Air Sampling Port
DILUTION AIR
INLET
VACUUM
PUMPS
60 cm
S4 - Sample Collection Zone
Figure A-2. APEX 1- Schematic Diagram of the Dilution Sampling Unit and its Major Components
A-3

-------
Residence
Time
Chamber
FI-1
Carbon Bed
HEPA Filter
Dilution Air
Blower
Exhaust
Blower
TI-4
PI-1
TI-1
PI-2
FI-3
TI-9
RH-1
PI-4
PI-3
TI-7
TI-6
TM
TI-5
TI-2
TI-3
FI-2
From
NASA
Rake Assembly
Key:
Tl = Temperature Indicator
PI = Pressure Indicator
Fl = Flow Indicator
RH = Relative Humidity Indicator
Figure A-3. APEX 1 - Instrumentation for Control of the DSS
A-4

-------
Dilution chamber
Port #1
Port #2
QF
~ QF ~ IF
	I
Cyclone
T
Swage I ok
Filter
Residence chamber
Port #2
Port #3
I ]QF
Cyclone
: PUF	DNPH
t
DNPH
: PUF X
DNPH
1 QF
Port #3
Port #4

^ QF
g qf g tf
Cyclone
Key
PUF =	Polyurethane Foam
SUMMA=	Canister
DNPH =	2,4-Dinitrophenylhydrazine
QF =	Quartz Filter
TF =	Teflon Filter
DLPI =	Dekati Low Pressure Impactor
Port #5
r
Swagelok
Filter
Port #6
Port #7 Port #8
Cyclone
g tf Bqf
Cyclone
DLPI
|—I QF
Fn TF
Cyclone
Figure A-4. APEX 1, DSS Sampling Array Configuration for Speciated Testing,
Engine Exit Plane
A-5

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Table A-l. APEX 1, Sampling Configuration for EPA DSS at Engine Exit3
Sampler Port	Sampling Array	Type of Sample/Analytes	Analytical Method
Dilution Air Port 1
Leg A: PM2 5 cyclone,
quartz filter, PUF plugs
LegB: PM25 cyclone,
Teflon filter, quartz
filter
Particle- and gas-phase SVOCs
PM2 5 mass and elemental
composition
Solvent extraction and GC/MS
Gravimetry, XRF
Dilution Air Port 2
SUMMA canister
Speciated gas-phase air toxics
and nonmethane organics
GC/FID, GC/MS
Dilution Air Port 3
DNPH-coated silica gel
cartridges
Speciated gas-phase carbonyl
compounds
Solvent extraction and HPLC
RC Port 2
Leg A: PM2 5 cyclone,
Teflon filter, quartz
filter
LegB: PM2 5 cyclone,
quartz filter, PUF plugs
PM2 5 mass and elemental
composition + EC/OC
Particle- and gas-phase SVOCs
Gravimetry, XRF, NIOSH
Method 5040
Solvent extraction and GC/MS
RC Port 3
DNPH-coated silica gel
cartridges
Speciated gas-phase carbonyl
compounds
Solvent extraction and HPLC
RC Port 4
same as RC Port 2
same as RC Port 2
same as RC Port 2
RC Port 5
SUMMA canister
Speciated gas-phase air toxics
and nonmethane organics
GC/FID, GC/MS
RC Port 6
same as RC Port 2
PM2 5 mass, elemental and
ionic composition
Particle- and gas-phase SVOCs
Gravimetry, XRF, IC
Solvent extraction and GC/MS
RC Port 7
PM2 5 cyclone, DLPI
Speciated organics by particle
size
Thermal desorption, GC/MS
RC Port 8
same as RC Port 2
Particle- and gas-phase SVOCs
PM2 5 mass and inorganic ions
Solvent extraction and GC/MS
Gravimetry, IC
a DLPI = is basically an Electrical Low Pressure Impactor.(ELPI) without the electronics
DNPH = 2,4-Dinotriphenylhydrazine
EC/OC = Elemental Carbon/Organic Carbon
GC/FID = Gas Chromatography/Flame Ionization Detection.
GC/MS = Gas Chromatography/Mass Spectroscopy
HPLC = High Pressure Liquid Chromatography
IC = Ion Chromatography
NIOSH = National Institute for Occupational Safety and Health
PUF = Polyurethane Foam
SVOC = Semivolatile Organic Compound
XRF = X-ray fluorescence.
A-6

-------
A. 3 Calibration and Frequency for DSS Instrumentation
DSS instruments and monitoring device calibration procedures include the following and
are described in detail in the DSS Operating Manual (ARCADIS, 2003).
•	Orifice meters (volumetric gas flow calibration with Roots Meter having an accuracy to
within ± 1% of reading):
•	Venturi meters (volumetric gas flow calibration with DryCal Meter having an accuracy to
within ± 1% of reading);
•	Thermocouples (temperature calibration with DryBlock Calibrator having an accuracy to
within ±1.5 °C);
•	Flow transmitters (Heise gauge with differential pressure accuracy to within ± 0.05% of
range);
•	Pressure transmitters (Heise gauge with an accuracy to within ± 0.05% of range);
•	Analytical and platform balances (calibration with American Society for Testing and
Materials (ASTM) E617 Class 1 high accuracy mass standards); and
•	Relative humidity (RH) probes (calibration with RH one-point calibrator having an
accuracy to within ± 2% RH).
A. 4 DSS Cleaning and Assembly
The dilution sampling system and sample collection array components were thoroughly
cleaned and decontaminated by EPA between each series of field tests. The sampler must
be completely disassembled for cleaning. The main body of the dilution sampling system
(dilution tunnel and residence time chamber sections) was cleaned using volatile solvents
and dried thoroughly. The interior walls of the sampler were rinsed and wiped with
solvent as described in EPA's Q APP, Chemical Analysis of Fine Particulate Matter,
Quality Assurance Category ///(U.S. EPA, 2000).
After the parts of the DSS were cleaned, the unit was reassembled in a clean laboratory
environment minus the sample collection array components connected to the RC. All
ports were plugged and the system was heated to 95 °C as measured by skin
thermocouples attached through the sampling unit. One plug was removed from the
residence time chamber, and the dilution air blower on the dilution air cleaning system
and the exhaust blower were started at low speed. The blowers were set to maintain a
slight positive pressure in the sampling unit. A positive pressure was present when clean
air blew out of the open port of the residence time chamber. After the 4-hour period, the
heating supply was turned off and air flow through the sampling unit was maintained
until the unit reached room temperature. When the sampling unit was completely cooled,
the blowers were stopped and the open sampling port was plugged. The cleaned sampling
unit was stored sealed until the field test.
A-7

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A.5 References
U.S. EPA (2000). Chemical Analysis of Fine Particulate Matter, EPA Quality Assurance
Project Plan, Category Ill/Applied Research, Air Pollution Prevention and Control
Division, Research Triangle Park, NC; December.
ARCADIS (2003). Operation and Maintenance Instructions Manual, Fine PM Source
Dilution Sampler. Prepared for the U.S. Environmental Protection Agency, Emissions
Characterization and Prevention Branch, Air Pollution Prevention and Control Division,
Research Triangle Park, NC; December.
A-8

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Appendix B
Target Analytes and Detection Limits for SUMMA Canister Samples

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Table B-1. Target Air Toxic Compounds Measured by EPA Method TO-15
Compound
CAS No.
Method Detection Limit (MDL)
(ppbv)
acetylene
74-86-2
0.05
propylene
115-07-1
0.06
dichlorodifluoromethane
75-71-8
0.08
chloromethane
74-87-3
0.07
dichlorotetrafluoroethane
1320-37-2
0.07
vinyl chloride
75-01-4
0.06
1,3-butadiene
106-99-0
0.10
bromomethane
74-83-9
0.08
chloroethane
75-00-3
0.09
acetonitrile
75-05-8
0.35
trichlorofluoromethane
75-69-4
0.05
acrylonitrile
107-13-1
0.21
1,1-dichloroethene
75-35-4
0.05
methylene chloride
75-09-2
0.05
trichlorotrifluoroethane
26523-64-8
0.06
trans-l,2-dichloroethylene
56-60-5
0.07
1,1-dichloroethane
75-34-3
0.04
methyl tert-butyl ether
1634-04-1
0.10
methyl ethyl ketone
78-93-3
0.20
chloroprene
126-99-8
0.05
cis-l,3-dichloroethylene
156-59-2
0.11
bromochloromethane
74-97-5
0.15
chloroform
67-66-3
0.06
ethyl tert-butyl ether
637-92-3
0.10
1,2-dichloroethane
107-06-2
0.07
1,1,1-trichloroethane
71-55-6
0.07
benzene
71-43-2
0.05
carbon tetrachloride
56-23-5
0.11
tert-amyl methyl ether
994-05-8
0.12
1,2-dichloropropane
78-87-5
0.05
ethyl acrylate
140-88-5
0.16
bromodichloromethane
75-27-4
0.10
trichloroethylene
79-01-6
0.06
methyl methacrylate
80-62-6
0.10
cis-l,3-dichloropropene
10061-01-5
0.10
methyl isobutyl ketone
108-10-1
0.18
trans-l,3-dichloropropene
10061-02-6
0.08
1,1,2-trichloroethane
79-00-5
0.06
toluene
108-88-3
0.09
dibromochloromethane
124-48-1
0.14
1,2-dibromoethane
106-93-4
0.08
n-octane
111-65-9
0.10
tetrachloroethylene
127-18-4
0.09
chlorobenzene
108-90-7
0.11
ethylbenzene
100-41-4
0.07
B-l

-------
Compound
CAS No.
Method Detection Limit (MDL)
(ppbv)
m-, p-xylene
108-38-3/106-42-3
0.08
bromoform
75-25-2
0.14
styrene
100-42-5
0.10
1,1,2,2-tetrachloroethane
79-34-5
0.09
o-xylene
95-47-6
0.07
1,3,5-trimethylbenzene
108-67-8
0.09
1,2,4-trimethylbenzene
95-63-6
0.10
m-dichlorobenzene
541-73-1
0.08
chloromethylbenzene
100-44-7
0.19
p-dichlorobenzene
106-46-7
0.12
o-dichlorobenzene
95-50-1
0.11
1,2,4-trichlorobenzene
120-82-1
0.17
hexachloro-l,3-butadiene
87-68-3
0.23
B-2

-------
Table B-2. Target SNMOCs Measured by EPA Method CB-4a
Compound
CAS No.
MDLs parts per billion carbon
(ppbC)
acetylene
74-86-2
0.11
ethane
74-84-0
0.17
ethylene
74-85-1
0.15
propylene
115-07-1
0.11
propane
74-98-6
0.19
propyne
74-99-7
0.19
isobutane
75-28-5
0.14
isobutene/l-butene
115-11-7/106-98-0
0.17
1,3-butadiene
106-99-0
0.17
n-butane
106-97-8
0.17
trans-2-butene
624-64-6
0.17
cis-2-butene
590-18-1
0.16
3-methyl-l-butene
563-45-1
0.16
isopentane
78-78-4
0.19
1-pentene
109-67-1
0.20
2-methyl-l-butene
563-46-2
0.20
n-pentane
109-66-0
0.19
isoprene
78-79-4
0.20
trans-2-pentene
646-04-8
0.21
cis-2-pentene
627-20-3
0.22
2-methyl-2-butene
513-35-9
0.22
2,2-dimethylbutane
75-83-2
0.20
cyclopentene
142-29-0
0.20
4-methyl-1-pentene
691-37-2
0.20
cyclopentane
287-92-3
0.20
2,3-dimethylbutane
79-29-8
0.20
2-methylpentane
107-83-5
0.13
3-methylpentane
96-14-0
0.22
2-methyl-1-pentene
763-29-1
0.22
1-hexene
592-41-6
0.32
2-ethyl-l-butene
760-21-4
0.22
n-hexane
110-54-3
0.21
trans-2-hexene
4050-45-7
0.21
cis-2-hexene
7688-21-3
0.21
methylcyclopentane
96-37-7
0.21
2,4-dimethylpentane
108-08-7
0.22
benzene
71-43-2
0.18
cyclohexane
110-82-7
0.16
2-methylhexane
591-76-4
0.21
2,3-dimethylpentane
565-59-3
0.28
3-methylhexane
589-34-4
0.17
1-heptene
592-76-7
0.17
2,2,4-trimethylpentane
540-84-1
0.19
n-heptane
142-82-5
0.23
methylcyclohexane
108-87-2
0.25
2,2,3-trimethylpentane
564-02-3
0.25
B-3

-------
Compound
CAS No.
MDLs parts per billion carbon
(ppbC)
2,3,4-trimethylpentane
565-75-3
0.20
toluene
108-88-3
0.20
2-methylheptane
592-27-8
0.17
3-methylheptane
589-81-1
0.20
1-octene
111-66-0
0.20
n-octane
111-65-9
0.21
ethylbenzene
100-41-4
0.21
m-, p-xylene
108-38-3/106-42-3
0.16
styrene
100-42-5
0.20
o-xylene
95-47-6
0.19
1-nonene
124-11-8
0.19
n-nonane
111-84-2
0.11
isopropylbenzene
98-82-8
0.18
a-pinene
80-56-8
0.18
n-propylbenzene
103-65-1
0.21
m-ethyltoluene
620-14-4
0.15
p-ethyltoluene
622-96-8
0.19
1,3,5-trimethylbenzene
108-67-8
0.18
o-ethyltoluene
611-14-3
0.22
(5-pinene
127-91-3
0.22
1,2,4-trimethylbenzene
95-63-6
0.21
1-decene
872-05-9
0.21
n-decane
124-18-5
0.25
1,2,3-trimethylbenzene
526-73-8
0.19
m-diethylbenzene
141-93-5
0.20
p-diethylbenzene
105-05-5
0.22
1-undecene
821-95-4
0.22
n-undecane
1120-21-4
0.24
1-dodecene
112-41-4
0.24
n-dodecane
112-40-3
0.49
1-tridecene
2437-56-1
0.49
n-tridecane
629-50-5
0.49
Unidentified species were determined using the response factor for propane. A value for Total SNMOC was
calculated including speciated and unspeciated NMOC compounds.
B-4

-------
Appendix C
Target Carbonyl Compounds and Detection Limits for DNPH-
Impregnated Silica Gel Cartridge Samples

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Table C-1. Target Carbonyl Compounds Measured by EPA Compendium Method TO-11A
(Expanded)
Compound
CAS No.
MDLs (ppbv)
formaldehyde
50-00-0
0.078
acetaldehyde
75-07-0
0.047
acetone
67-64-1
0.045
propionaldehyde
123-38-6
0.011
crotonaldehyde
4170-30-3
0.016
butyraldehyde/isobutyraldehyde
123-72-8
0.022
benzaldehyde
100-52-7
0.003
isovaleraldehyde
590-86-3
0.005
valeraldehyde
110-62-3
0.004
o-tolualdehyde
529-20-4
0.012
m-tolualdehyde
620-23-5
0.012
p-tolualdehyde
104-87-0
0.012
hexaldehyde
66-25-1
0.005
2,5-dimethylbenzaldehyde
5779-94-2
0.007
diacetyl
431-03-8
0.022a
methacrolein
78-85-3
0.011a
2-butanone
78-93-3
0.022a
glyoxal
107-22-2
0.022a
acetophenone
98-86-2
0.003a
methylglyoxal
78-98-8
0.022a
octanal
124-13-0
0.005a
nonanal
124-19-6
0.005a
Estimated value. Unidentified species were determined using the response factor for formaldehyde. A value
for total carbonyls was calculated including speciated and unspeciated carbonyl compounds.
C-1

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-------
Appendix D
Tables for Section 8
Particulate Matter Mass Emissions
Table D-1. PM mass emission indices and rates determined by the nano-SMPS
Table D-2. PM mass emission indices and rates determined by the EEPS
Table D-3. PM mass emission indices and rates determined by the TEOM
Table D-4. PM mass emission indices and rates determined by the QCM

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Table D-1. PM mass emission indices and rates determined by the nano-SMPS
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
1
EPA 1
CFM56-2C
Base
7
424
30-m
18.51
4.85
27.01
6.88
3.18
0.81
1
EPA 1
CFM56-2C
Base
30
1012
30-m
5.49
1.01
7.77
1.43
2.19
0.40
1
EPA 1
CFM56-2C
Base
7
436
30-m
17.48
7.51
25.25
10.56
3.06
1.28
1
EPA 1
CFM56-2C
Base
7
442
30-m
12.71
3.37
18.50
4.70
2.27
0.58
1
EPA 1
CFM56-2C
Base
85
2974
30-m
40.04
2.11
50.52
2.66
41.74
2.20
1
EPA 1
CFM56-2C
Base
30
991
30-m
5.19
1.32
7.78
1.89
2.14
0.52
1
EPA 1
CFM56-2C
Base
7
431
30-m
13.61
5.36
19.72
7.43
2.36
0.89
1
EPA 1
CFM56-2C
Base
30
963
30-m
3.60
0.22
5.45
0.33
1.46
0.09
1
EPA 1
CFM56-2C
Base
7
440
30-m
13.31
0.72
19.60
1.64
2.40
0.20
1
EPA 2
CFM56-2C
Base
7
436
30-m
30.09
18.14
43.05
26.13
5.21
3.16
1
EPA 2
CFM56-2C
Base
30
1017
30-m
17.03
1.29
24.90
1.88
7.03
0.53
1
EPA 2
CFM56-2C
Base
7
409
30-m
40.06
4.48
57.88
6.39
6.57
0.73
1
EPA 2
CFM56-2C
Base
85
2824
30-m
10.73
0.30
14.67
0.41
11.50
0.32
1
EPA 2
CFM56-2C
Base
30
1022
30-m
15.40
1.69
23.08
2.53
6.55
0.72
1
EPA 2
CFM56-2C
Base
7
418
30-m
36.51
4.09
53.34
5.94
6.19
0.69
1
EPA 2
CFM56-2C
Base
30
1017
30-m
16.59
0.87
24.98
1.31
7.06
0.37
1
EPA 2
CFM56-2C
Base
7
413
30-m
26.69
4.35
39.27
6.39
4.51
0.73
1
EPA 2
CFM56-2C
Base
30
1038
30-m
11.57
2.73
17.62
4.16
5.08
1.20
1
EPA 2
CFM56-2C
Base
7
449
30-m
20.66
3.13
31.26
4.67
3.90
0.58
1
NASA 1
CFM56-2C
Base
4
354
30-m
48.85
6.17
66.95
8.31
6.59
0.82
1
NASA 1
CFM56-2C
Base
85
2406
30-m
34.65
1.71
43.76
2.16
29.25
1.44
1
NASA 1
CFM56-2C
Base
65
1998
30-m
9.62
0.71
12.61
0.93
7.00
0.51
1
NASA 1
CFM56-2C
Base
40
1187
30-m
6.24
0.53
9.00
0.76
2.97
0.25
1
NASA 1
CFM56-2C
Base
4
341
30-m
65.61
27.31
91.35
38.03
8.64
3.60
1
NASA 1
CFM56-2C
Base
15
527
30-m
18.59
2.28
27.36
3.36
4.00
0.49
1
NASA 1
CFM56-2C
Base
7
427
30-m
21.17
3.79
31.88
5.70
3.78
0.68
1
NASA 1
CFM56-2C
Base
4
354
30-m
32.07
3.80
44.38
5.26
4.37
0.52
1
NASA 1
CFM56-2C
Base
4
354
30-m
50.65
5.24
70.40
7.28
6.93
0.72
1
NASA 1
CFM56-2C
Base
5.5
388
30-m
34.64
8.04
49.94
11.58
5.38
1.25
1
NASA 1
CFM56-2C
Base
7
436
30-m
35.63
5.59
50.51
7.93
6.11
0.96
1
NASA 1
CFM56-2C
Base
30
1067
30-m
13.08
0.65
18.61
0.93
5.51
0.28
1
NASA 1
CFM56-2C
Base
4
345
30-m
47.86
6.09
66.66
8.38
6.39
0.80
1
NASA 1
CFM56-2C
Base
40
1317
30-m
7.60
2.09
10.71
2.95
3.92
1.08
1
NASA 1
CFM56-2C
Base
30
1017
30-m
7.94
0.72
11.50
1.05
3.25
0.30
1
NASA 1
CFM56-2C
Base
15
545
30-m
20.16
0.69
29.00
0.99
4.39
0.15
1
NASA 1
CFM56-2C
Base
7
409
30-m
25.17
1.40
36.13
2.01
4.10
0.23
1
NASA 1
CFM56-2C
Base
5.5
379
30-m
36.85
7.75
52.28
11.17
5.51
1.18
1
NASA 1
CFM56-2C
Base
4
359
30-m
39.69
25.89
57.30
37.29
5.71
3.72
1
NASA 1
CFM56-2C
Base
5.5
400
30-m
36.13
10.47
51.75
15.00
5.74
1.66
1
NASA 1
CFM56-2C
Base
7
436
30-m
20.24
4.47
29.93
6.62
3.62
0.80
1
NASA 1
CFM56-2C
Base
15
595
30-m
17.54
0.86
24.87
1.22
4.11
0.20
1
NASAIa
CFM56-2C
Base
4
350
30-m
87.03
14.02
118.70
19.12
11.53
1.86
1
NASAIa
CFM56-2C
Base
85
2928
30-m
63.74
3.45
81.59
4.42
66.37
3.60
1
NASAIa
CFM56-2C
Base
65
2107
30-m
24.55
1.11
33.62
1.53
19.67
0.89
1
NASAIa
CFM56-2C
Base
4
327
30-m
87.00
20.24
121.92
28.22
11.07
2.56
1
NASAIa
CFM56-2C
Base
65
2070
30-m
22.10
0.57
30.74
0.79
17.68
0.45
1
NASAIa
CFM56-2C
Base
60
1902
30-m
19.99
0.84
28.48
1.20
15.05
0.63
1
NASAIa
CFM56-2C
Base
4
336
30-m
75.06
15.85
105.90
22.25
9.88
2.08
1
NASAIa
CFM56-2C
Base
85
2946
30-m
52.41
1.29
67.23
1.65
55.02
1.35
1
NASAIa
CFM56-2C
Base
4
336
30-m
82.01
16.64
115.36
23.41
10.77
2.18
1
NASAIa
CFM56-2C
Base
4
336
30-m
62.29
12.70
87.47
17.62
8.16
1.64
1
NASAIa
CFM56-2C
Base
85
2838
30-m
48.16
2.72
61.87
3.49
48.77
2.75
1
NASAIa
CFM56-2C
Base
70
2252
30-m
27.54
0.83
36.91
1.11
23.09
0.69
1
NASAIa
CFM56-2C
Base
60
1941
30-m
17.19
2.29
24.70
3.29
13.31
1.77
1
NASAIa
CFM56-2C
Base
4
331
30-m
71.24
15.76
101.00
22.35
9.30
2.06
1
EPA 3
CFM56-2C
Hi-S
7
445
30-m
60.85
20.65
88.23
29.25
10.90
3.62
1
EPA 3
CFM56-2C
Hi-S
76
2424
30-m
61.47
9.00
81.66
11.95
54.99
8.05
1
EPA 3
CFM56-2C
Hi-S
30
958
30-m
74.45
5.69
109.20
8.35
29.06
2.22
D-1

-------
Table D-1 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
1
EPA 3
CFM56-2C
H
-S
7
418
30-m
59.74
42.53
89.04
62.53
10.33
7.26
1
EPA 3
CFM56-2C
H
-S
85
2838
30-m
65.88
6.41
84.30
8.20
66.44
6.46
1
EPA 3
CFM56-2C
H
-S
7
454
30-m
46.42
26.47
69.81
39.49
8.80
4.98
1
EPA 3
CFM56-2C
H
-S
30
944
30-m
53.45
17.79
79.45
26.44
20.84
6.94
1
EPA 3
CFM56-2C
H
-S
7
445
30-m
34.28
18.83
51.78
28.10
6.40
3.47
1
EPA 3
CFM56-2C
H
-S
7
427
30-m
73.23
38.08
108.56
56.29
12.87
6.67
1
NASA 2
CFM56-2C
H
-S
4
345
30-m
61.72
3.94
87.33
5.57
8.38
0.53
1
NASA 2
CFM56-2C
H
-S
85
2715
30-m
38.21
1.27
48.55
1.61
36.61
1.22
1
NASA 2
CFM56-2C
H
-S
65
2072
30-m
17.68
0.72
24.68
1.01
14.20
0.58
1
NASA 2
CFM56-2C
H
-S
40
1245
30-m
30.96
1.71
45.39
2.50
15.70
0.87
1
NASA 2
CFM56-2C
H
-S
30
950
30-m
33.38
2.15
49.07
3.16
12.95
0.83
1
NASA 2
CFM56-2C
H
-S
4
350
30-m
63.72
7.70
91.01
10.80
8.84
1.05
1
NASA 2
CFM56-2C
H
-S
65
2053
30-m
14.40
0.26
19.98
0.36
11.39
0.21
1
NASA 2
CFM56-2C
H
-S
40
1238
30-m
24.64
1.73
36.98
2.59
12.71
0.89
1
NASA 2
CFM56-2C
H
-S
30
954
30-m
46.12
5.01
67.91
7.37
18.00
1.95
1
NASA 2
CFM56-2C
H
-S
7
413
30-m
63.73
9.01
93.59
13.23
10.73
1.52
1
NASA 2
CFM56-2C
H
-S
4
341
30-m
66.23
19.72
95.09
27.71
9.01
2.62
1
NASA 2
CFM56-2C
H
-S
85
2791
30-m
46.01
1.79
58.36
2.28
45.25
1.76
1
NASA 2
CFM56-2C
H
-S
65
2013
30-m
13.77
0.50
19.03
0.70
10.65
0.39
1
NASA 2
CFM56-2C
H
-S
60
1855
30-m
12.20
0.30
17.71
0.43
9.13
0.22
1
NASA 2
CFM56-2C
H
-S
15
543
30-m
70.26
21.19
104.40
31.48
15.76
4.75
1
NASA 2
CFM56-2C
H
-S
7
424
30-m
97.52
36.06
108.88
40.27
12.84
4.75
1
NASA 3
CFM56-2C
H
-S
4
353
30-m
106.08
11.73
147.64
16.32
14.47
1.60
1
NASA 3
CFM56-2C
H
-S
85
2785
30-m
66.80
2.27
88.80
3.01
68.69
2.33
1
NASA 3
CFM56-2C
H
-S
40
1241
30-m
64.71
2.04
93.34
2.92
32.17
1.01
1
NASA 3
CFM56-2C
H
-S
30
976
30-m
69.68
9.22
100.59
13.30
27.28
3.61
1
NASA 3
CFM56-2C
H
-S
7
402
30-m
77.96
7.01
112.80
10.14
12.59
1.13
1
NASA 3
CFM56-2C
H
-s
4
341
30-m
84.49
11.41
121.59
15.95
11.52
1.51
1
NASA 3
CFM56-2C
H
-s
85
2763
30-m
61.51
2.32
82.52
3.11
63.34
2.39
1
NASA 3
CFM56-2C
H
-s
65
2047
30-m
48.90
2.94
70.25
4.23
39.95
2.41
1
NASA 3
CFM56-2C
H
-s
40
1251
30-m
64.61
2.82
93.39
4.06
32.45
1.41
1
NASA 3
CFM56-2C
H
-s
30
998
30-m
72.23
2.02
104.59
2.93
28.99
0.81
1
NASA 3
CFM56-2C
H
-s
7
405
30-m
71.72
4.15
103.72
6.00
11.67
0.67
1
NASA 3
CFM56-2C
H
-s
4
348
30-m
65.68
7.65
94.47
10.78
9.14
1.04
1
NASA 3
CFM56-2C
H
-s
65
2060
30-m
46.04
0.72
66.51
1.04
38.06
0.60
1
NASA 3
CFM56-2C
H
-s
60
1846
30-m
44.33
1.71
64.66
2.49
33.15
1.28
1
NASA 3
CFM56-2C
H
-s
30
985
30-m
64.46
1.63
93.53
2.37
25.58
0.65
1
NASA 3
CFM56-2C
H
-s
15
538
30-m
65.71
5.61
96.10
8.21
14.36
1.23
1
NASA 3
CFM56-2C
H
-s
4
382
30-m
65.28
2.10
94.68
3.05
10.05
0.32
1
NASA 4
CFM56-2C
H
-Arom
4
342
30-m
49.27
8.44
71.42
12.23
6.78
1.16
1
NASA 4
CFM56-2C
H
-Arom
85
2697
30-m
47.54
1.25
60.84
1.60
45.58
1.20
1
NASA 4
CFM56-2C
H
-Arom
65
2029
30-m
18.22
1.44
25.28
2.00
14.25
1.13
1
NASA 4
CFM56-2C
H
-Arom
7
397
30-m
27.32
4.70
42.01
7.22
4.64
0.80
1
NASA 4
CFM56-2C
H
-Arom
4
347
30-m
17.65
7.76
26.83
11.54
2.59
1.11
1
NASA 4
CFM56-2C
H
-Arom
85
2706
30-m
45.85
1.87
59.01
2.41
44.35
1.81
1
NASA 4
CFM56-2C
H
-Arom
40
1185
30-m
16.73
1.05
25.73
1.62
8.47
0.53
1
NASA 4
CFM56-2C
H
-Arom
30
962
30-m
15.70
0.50
24.33
0.78
6.50
0.21
1
NASA 4
CFM56-2C
H
-Arom
7
395
30-m
21.78
3.83
33.69
5.93
3.70
0.65
1
NASA 4
CFM56-2C
H
-Arom
4
341
30-m
33.97
19.48
51.10
28.87
4.83
2.73
1
NASA 4
CFM56-2C
H
-Arom
85
2701
30-m
44.99
3.26
57.75
4.18
43.33
3.14
1
NASA 4
CFM56-2C
H
-Arom
70
2157
30-m
21.85
1.55
30.36
2.16
18.18
1.29
1
NASA 4
CFM56-2C
H
-Arom
65
1998
30-m
15.57
0.48
22.03
0.68
12.23
0.38
1
NASA 4
CFM56-2C
H
-Arom
60
1850
30-m
13.47
0.27
19.93
0.40
10.24
0.21
1
NASA 4
CFM56-2C
H
-Arom
40
1226
30-m
12.32
0.48
19.12
0.75
6.51
0.26
1
NASA 4
CFM56-2C
H
-Arom
30
962
30-m
14.69
0.69
22.92
1.08
6.13
0.29
1
NASA 4
CFM56-2C
H
-Arom
7
404
30-m
24.42
3.63
37.59
5.59
4.22
0.63
1
NASA 4
CFM56-2C
H
-Arom
5.5
381
30-m
21.19
9.94
33.05
15.51
3.50
1.64
1
NASA 4
CFM56-2C
H
-Arom
4
347
30-m
41.04
23.87
62.58
36.67
6.04
3.54
D-2

-------
Table D-1 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
1
NASA 4
CFM56-2C
Hi-Arom
85
2697
30-m
46.93
1.20
60.17
1.54
45.07
1.15
1
NASA 4
CFM56-2C
Hi-Arom
65
2029
30-m
16.84
0.78
23.39
1.08
13.18
0.61
1
NASA 4
CFM56-2C
Hi-Arom
40
1244
30-m
13.08
0.44
20.24
0.69
6.99
0.24
1
NASA 4
CFM56-2C
Hi-Arom
7
409
30-m
12.53
1.65
19.79
2.60
2.25
0.30
1
NASA 5
CFM56-2C
Hi-Arom
4
354
30-m
114.33
35.38
157.37
48.66
15.48
4.79
1
NASA 5
CFM56-2C
Hi-Arom
65
2191
30-m
33.00
0.95
45.22
1.30
27.52
0.79
1
NASA 5
CFM56-2C
Hi-Arom
7
413
30-m
59.88
18.99
90.01
28.55
10.33
3.28
1
NASA 5
CFM56-2C
Hi-Arom
4
341
30-m
101.25
41.96
142.85
58.92
13.51
5.57
1
NASA 5
CFM56-2C
Hi-Arom
85
2869
30-m
71.59
0.66
91.51
0.84
72.94
0.67
1
NASA 5
CFM56-2C
Hi-Arom
65
2134
30-m
33.43
3.35
45.70
4.58
27.09
2.71
1
NASA 5
CFM56-2C
Hi-Arom
40
1280
30-m
25.68
1.13
38.52
1.69
13.70
0.60
1
NASA 5
CFM56-2C
Hi-Arom
7
404
30-m
51.53
1.74
74.38
2.51
8.35
0.28
1
NASA 5
CFM56-2C
Hi-Arom
4
338
30-m
104.02
5.95
143.72
8.22
13.50
0.77
1
NASA 5
CFM56-2C
Hi-Arom
85
2933
30-m
57.24
2.04
73.23
2.61
59.66
2.12
1
NASA 5
CFM56-2C
Hi-Arom
65
2088
30-m
27.95
1.44
38.17
1.97
22.15
1.14
1
NASA 5
CFM56-2C
Hi-Arom
60
1930
30-m
21.82
0.56
31.20
0.79
16.72
0.43
1
NASA 5
CFM56-2C
Hi-Arom
40
1271
30-m
23.71
0.78
34.98
1.15
12.35
0.41
1
NASA 5
CFM56-2C
Hi-Arom
30
999
30-m
20.66
1.26
31.08
1.90
8.62
0.53
1
NASA 5
CFM56-2C
Hi-Arom
7
413
30-m
43.67
1.92
63.35
2.79
7.27
0.32
1
NASA 5
CFM56-2C
Hi-Arom
4
345
30-m
85.92
6.23
119.68
8.67
11.47
0.83
1
NASA 5
CFM56-2C
Hi-Arom
65
2111
30-m
24.45
0.58
33.62
0.80
19.71
0.47
1
NASA 5
CFM56-2C
Hi-Arom
40
1362
30-m
19.34
1.00
28.62
1.47
10.83
0.56
1
NASA 5
CFM56-2C
Hi-Arom
30
1003
30-m
21.70
0.36
32.44
0.54
9.04
0.15
1
NASA 5
CFM56-2C
Hi-Arom
7
409
30-m
34.76
6.84
51.09
10.05
5.80
1.14
1
NASA 5
CFM56-2C
Hi-Arom
4
345
30-m
92.50
11.20
129.24
15.65
12.39
1.50
2
T1
CFM56-7B
Fleet
4
336
30-m
94.55
13.11
104.94
14.50
9.79
1.35
2
T1
CFM56-7B
Fleet
7
418
30-m
38.90
3.76
44.39
4.22
5.15
0.49
2
T1
CFM56-7B
Fleet
30
1180
30-m
21.13
2.09
24.40
2.36
8.00
0.77
2
T1
CFM56-7B
Fleet
40
1544
30-m
18.72
2.17
21.57
2.40
9.25
1.03
2
T1
CFM56-7B
Fleet
65
2497
30-m
19.96
7.24
22.32
8.04
15.48
5.57
2
T1
CFM56-7B
Fleet
85
4131
30-m
17.89
0.63
19.77
0.70
22.69
0.80
2
T1
CFM56-7B
Fleet
7
395
30-m
26.85
9.75
30.44
10.76
3.34
1.18
2
T1
CFM56-7B
Fleet
65
2497
30-m
18.70
1.77
20.97
1.99
14.54
1.38
2
T1
CFM56-7B
Fleet
40
1498
30-m
15.03
1.70
17.14
1.90
7.13
0.79
2
T1
CFM56-7B
Fleet
30
1135
30-m
22.61
7.00
25.77
7.98
8.13
2.52
2
T1
CFM56-7B
Fleet
4
313
30-m
77.11
14.24
85.56
15.74
7.45
1.37
2
T4
CFM56-7B
Fleet
4
336
30-m
46.26
7.89
51.95
8.81
4.85
0.82
2
T4
CFM56-7B
Fleet
7
418
30-m
24.70
2.31
28.46
2.66
3.30
0.31
2
T4
CFM56-7B
Fleet
30
1180
30-m
19.56
1.71
22.51
1.96
7.38
0.64
2
T4
CFM56-7B
Fleet
40
1544
30-m
19.06
1.10
21.86
1.26
9.37
0.54
2
T4
CFM56-7B
Fleet
65
2497
30-m
26.71
1.90
29.93
2.14
20.76
1.48
2
T4
CFM56-7B
Fleet
7
395
30-m
34.16
5.42
39.09
6.11
4.29
0.67
2
T4
CFM56-7B
Fleet
65
2497
30-m
26.13
1.30
29.33
1.45
20.34
1.01
2
T4
CFM56-7B
Fleet
40
1498
30-m
19.30
1.24
22.15
1.42
9.22
0.59
2
T4
CFM56-7B
Fleet
30
1135
30-m
22.28
2.01
25.54
2.28
8.05
0.72
2
T4
CFM56-7B
Fleet
7
381
30-m
28.24
3.26
32.49
3.73
3.44
0.40
2
T4
CFM56-7B
Fleet
4
313
30-m
47.31
7.70
53.38
8.67
4.64
0.75
2
T2
CFM56-3B
Fleet
4
341
30-m
26.29
3.28
29.44
3.65
2.78
0.35
2
T2
CFM56-3B
Fleet
7
422
30-m
14.40
1.82
16.46
2.08
1.93
0.24
2
T2
CFM56-3B
Fleet
30
1099
30-m
9.42
0.78
10.90
0.88
3.33
0.27
2
T2
CFM56-3B
Fleet
40
1403
30-m
8.40
1.03
9.73
1.17
3.79
0.46
2
T2
CFM56-3B
Fleet
65
2193
30-m
20.73
2.19
23.04
2.40
14.04
1.46
2
T2
CFM56-3B
Fleet
7
404
30-m
14.17
1.25
16.21
1.43
1.82
0.16
2
T2
CFM56-3B
Fleet
65
2184
30-m
22.28
1.81
24.78
1.98
15.03
1.20
2
T2
CFM56-3B
Fleet
40
1367
30-m
10.99
0.92
12.61
1.06
4.79
0.40
2
T2
CFM56-3B
Fleet
30
1067
30-m
12.26
1.09
14.06
1.24
4.17
0.37
2
T2
CFM56-3B
Fleet
7
418
30-m
16.66
2.36
18.95
2.70
2.20
0.31
2
T2
CFM56-3B
Fleet
4
345
30-m
30.05
3.43
33.43
3.83
3.20
0.37
D-3

-------
Table D-1 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
2
T3
CFM56-3B
Fleet
4
372
30-m
35.50
3.90
39.34
4.32
4.07
0.45
2
T3
CFM56-3B
Fleet
7
440
30-m
28.59
4.22
32.01
4.69
3.92
0.57
2
T3
CFM56-3B
Fleet
30
1130
30-m
21.23
3.11
23.96
3.47
7.52
1.09
2
T3
CFM56-3B
Fleet
40
1444
30-m
22.39
2.14
25.10
2.38
10.07
0.96
2
T3
CFM56-3B
Fleet
65
2252
30-m
43.85
5.14
48.49
5.57
30.33
3.48
2
T3
CFM56-3B
Fleet
7
418
30-m
31.01
3.50
34.76
3.92
4.03
0.45
2
T3
CFM56-3B
Fleet
65
2261
30-m
46.70
3.93
51.59
4.33
32.40
2.72
2
T3
CFM56-3B
Fleet
40
1412
30-m
23.19
2.00
26.06
2.23
10.22
0.87
2
T3
CFM56-3B
Fleet
30
1108
30-m
21.65
1.70
24.46
1.92
7.53
0.59
2
T3
CFM56-3B
Fleet
7
422
30-m
31.11
3.86
34.88
4.33
4.09
0.51
2
T3
CFM56-3B
Fleet
4
368
30-m
37.50
5.76
41.66
6.36
4.26
0.65
3
T1
CFM56-3B
Fleet
4
300
30-m
192.07
28.67
216.91
32.27
18.08
2.69
3
T1
CFM56-3B
Fleet
7
397
30-m
153.03
17.18
173.88
19.55
19.15
2.15
3
T1
CFM56-3B
Fleet
15
654
30-m
99.95
8.47
114.91
9.74
20.86
1.77
3
T1
CFM56-3B
Fleet
30
1136
30-m
121.11
30.42
137.05
32.98
43.23
10.40
3
T1
CFM56-3B
Fleet
45
1618
30-m
122.08
8.12
137.04
9.11
61.58
4.09
3
T1
CFM56-3B
Fleet
65
2260
30-m
202.77
9.32
223.21
10.23
140.16
6.42
3
T1
CFM56-3B
Fleet
85
2903
30-m
284.37
16.29
311.20
17.90
250.96
14.43
3
T1
CFM56-3B
Fleet
4
300
30-m
329.57
175.11
366.75
192.06
30.57
16.01
3
T1
CFM56-3B
Fleet
100
3385
30-m
354.14
12.16
386.71
13.28
363.64
12.49
3
T1
CFM56-3B
Fleet
85
2903
30-m
260.40
10.90
285.00
11.94
229.83
9.63
3
T1
CFM56-3B
Fleet
65
2260
30-m
178.81
8.03
197.06
8.85
123.73
5.56
3
T1
CFM56-3B
Fleet
45
1618
30-m
110.15
6.29
123.85
7.01
55.65
3.15
3
T1
CFM56-3B
Fleet
30
1136
30-m
95.76
6.30
109.41
7.02
34.52
2.22
3
T1
CFM56-3B
Fleet
15
654
30-m
108.49
12.86
124.08
14.47
22.53
2.63
3
T1
CFM56-3B
Fleet
7
397
30-m
166.84
17.06
188.75
19.30
20.79
2.13
3
T1
CFM56-3B
Fleet
4
300
30-m
205.89
22.39
231.11
25.06
19.27
2.09
3
T11
CFM56-3B
Fleet
4
381
30-m
135.00
16.90
146.97
18.29
15.57
1.94
3
T11
CFM56-3B
Fleet
7
431
30-m
134.46
19.66
146.16
21.30
17.51
2.55
3
T11
CFM56-3B
Fleet
15
622
30-m
94.77
9.06
103.70
9.93
17.92
1.72
3
T11
CFM56-3B
Fleet
30
1090
30-m
100.48
7.62
110.13
8.25
33.33
2.50
3
T11
CFM56-3B
Fleet
45
1530
30-m
101.26
3.84
110.88
4.23
47.12
1.80
3
T11
CFM56-3B
Fleet
65
2179
30-m
128.34
4.88
140.28
5.32
84.92
3.22
3
T11
CFM56-3B
Fleet
85
2815
30-m
197.01
7.52
215.20
8.21
168.26
6.42
3
T11
CFM56-3B
Fleet
100
3564
30-m
234.63
9.16
256.47
10.02
253.90
9.91
3
T2
CJ610-8ATJ
Fleet
7
182
15-m
1297.45
192.88
1457.82
216.72
73.54
10.93
3
T2
CJ610-8ATJ
Fleet
15
304
15-m
289.81
48.74
320.78
54.32
27.10
4.59
3
T2
CJ610-8ATJ
Fleet
30
452
15-m
190.99
17.06
211.30
18.89
26.51
2.37
3
T2
CJ610-8ATJ
Fleet
45
568
15-m
181.81
19.56
200.37
21.60
31.59
3.41
3
T2
CJ610-8ATJ
Fleet
65
760
15-m
222.29
9.20
244.05
10.09
51.55
2.13
3
T2
CJ610-8ATJ
Fleet
85
999
15-m
190.02
5.37
208.52
5.90
57.85
1.64
3
T2
CJ610-8ATJ
Fleet
85
999
30-m
319.60
33.50
347.92
36.41
96.53
10.10
3
T2
CJ610-8ATJ
Fleet
100
1226
30-m
265.18
156.79
288.70
170.08
98.30
57.91
3
T2
CJ610-8ATJ
Fleet
7
182
15-m
416.60
622.53
452.50
673.43
22.83
33.97
3
T2
CJ610-8ATJ
Fleet
100
1226
15-m
199.27
5.08
218.92
5.58
74.54
1.90
3
T2
CJ610-8ATJ
Fleet
65
763
15-m
204.65
8.14
225.04
8.96
47.68
1.90
3
T2
CJ610-8ATJ
Fleet
45
568
15-m
192.39
7.15
212.75
7.91
33.54
1.25
3
T2
CJ610-8ATJ
Fleet
30
454
15-m
211.01
14.31
234.03
15.87
29.51
2.00
3
T2
CJ610-8ATJ
Fleet
15
304
15-m
242.39
27.77
269.92
30.93
22.81
2.61
3
T5
CJ610-8ATJ
Fleet
7
227
15-m
26.20
43.96
30.37
51.13
1.91
3.22
3
T5
CJ610-8ATJ
Fleet
15
303
15-m
276.53
73.12
306.61
80.56
25.83
6.79
3
T5
CJ610-8ATJ
Fleet
30
452
15-m
230.89
28.94
255.26
31.80
32.03
3.99
3
T5
CJ610-8ATJ
Fleet
45
567
15-m
262.53
39.79
289.17
43.60
45.51
6.86
3
T5
CJ610-8ATJ
Fleet
65
763
15-m
311.61
15.34
341.96
16.80
72.45
3.56
3
T5
CJ610-8ATJ
Fleet
85
1009
15-m
501.36
51.84
548.95
56.57
153.83
15.85
3
T5
CJ610-8ATJ
Fleet
100
1226
15-m
559.40
12.54
612.24
13.72
208.47
4.67
3
T5
CJ610-8ATJ
Fleet
7
227
30-m
6.18
2.82
7.05
3.18
0.44
0.20
D-4

-------
Table D-1 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
3
T5
CJ610-8ATJ
Fleet
100
1226
30-m
496.93
43.67
540.25
47.48
183.95
16.17
3
T5
CJ610-8ATJ
Fleet
85
1009
30-m
405.17
34.23
440.71
37.26
123.50
10.44
3
T5
CJ610-8ATJ
Fleet
65
763
30-m
248.38
12.75
270.70
13.90
57.35
2.94
3
T5
CJ610-8ATJ
Fleet
45
567
30-m
190.42
16.57
208.43
18.08
32.80
2.85
3
T5
CJ610-8ATJ
Fleet
30
452
30-m
150.98
60.73
165.69
65.85
20.79
8.26
3
T5
CJ610-8ATJ
Fleet
7
227
30-m
5.47
1.02
6.28
1.13
0.40
0.07
3
T3
AE3007A1E
Fleet
8.4
174
15-m
67.66
45.03
76.64
50.96
3.71
2.47
3
T3
AE3007A1E
Fleet
15
238
15-m
50.79
18.24
56.68
20.35
3.75
1.35
3
T3
AE3007A1E
Fleet
30
389
15-m
41.03
10.09
45.76
11.25
4.95
1.22
3
T3
AE3007A1E
Fleet
45
555
15-m
43.50
10.05
48.31
11.06
7.45
1.70
3
T3
AE3007A1E
Fleet
65
805
15-m
46.42
10.32
51.35
11.34
11.48
2.54
3
T3
AE3007A1E
Fleet
85
1082
15-m
41.64
9.74
46.08
10.75
13.84
3.23
3
T3
AE3007A1E
Fleet
100
1286
15-m
47.53
8.35
52.37
9.20
18.71
3.29
3
T3
AE3007A1E
Fleet
8.4
172
15-m
57.21
39.45
65.09
44.67
3.11
2.13
3
T3
AE3007A1E
Fleet
85
1088
15-m
45.05
10.46
49.72
11.49
15.03
3.47
3
T3
AE3007A1E
Fleet
65
810
15-m
41.17
7.54
45.51
8.30
10.24
1.87
3
T3
AE3007A1E
Fleet
45
563
15-m
39.51
9.47
43.93
10.49
6.87
1.64
3
T3
AE3007A1E
Fleet
30
392
15-m
41.87
10.88
46.73
12.14
5.09
1.32
3
T3
AE3007A1E
Fleet
15
235
15-m
47.03
10.81
52.61
12.08
3.44
0.79
3
T3
AE3007A1E
Fleet
8.4
173
15-m
86.95
54.05
98.17
61.11
4.71
2.93
3
T4
AE3007A1E
Fleet
8.4
168
15-m
7.79
8.09
9.73
4.26
0.45
0.20
3
T4
AE3007A1E
Fleet
15
239
15-m
14.24
14.72
17.11
4.50
1.14
0.30
3
T4
AE3007A1E
Fleet
30
385
15-m
20.97
21.99
24.15
10.99
2.58
1.18
3
T4
AE3007A1E
Fleet
45
547
15-m
50.24
52.65
55.85
36.91
8.49
5.61
3
T4
AE3007A1E
Fleet
65
788
15-m
48.88
49.85
54.12
13.08
11.85
2.86
3
T4
AE3007A1E
Fleet
85
1050
15-m
70.21
71.07
77.50
16.39
22.60
4.78
3
T4
AE3007A1E
Fleet
100
1253
15-m
8.57
8.60
9.86
0.85
3.43
0.30
3
T4
AE3007A1E
Fleet
8.4
168
15-m
16.42
16.44
19.56
2.63
0.91
0.12
3
T4
AE3007A1E
Fleet
85
1041
15-m
58.81
59.43
64.77
9.89
18.74
2.86
3
T4
AE3007A1E
Fleet
8.4
168
15-m
7.03
7.07
8.94
1.76
0.42
0.08
3
T4
AE3007A1E
Fleet
85
1052
15-m
55.33
56.33
60.96
11.63
17.81
3.40
3
T4
AE3007A1E
Fleet
65
786
15-m
45.72
46.96
50.66
12.04
11.06
2.63
3
T4
AE3007A1E
Fleet
45
549
15-m
16.35
17.30
18.96
9.97
2.89
1.52
3
T4
AE3007A1E
Fleet
30
384
15-m
10.25
10.79
12.63
8.85
1.35
0.94
3
T4
AE3007A1E
Fleet
15
231
15-m
6.52
6.55
8.35
1.08
0.54
0.07
3
T4
AE3007A1E
Fleet
8.4
167
15-m
6.00
6.01
7.86
3.01
0.37
0.14
3
T10
AE3007A1/1
Fleet
8.4
179
30-m
61.77
65.81
70.84
75.79
3.52
3.76
3
T10
AE3007A1/1
Fleet
15
233
30-m
22.82
4.69
26.45
5.36
1.71
0.35
3
T10
AE3007A1/1
Fleet
30
372
30-m
27.79
2.38
31.57
2.78
3.26
0.29
3
T10
AE3007A1/1
Fleet
45
524
30-m
35.06
8.72
39.31
9.55
5.72
1.39
3
T10
AE3007A1/1
Fleet
65
750
30-m
42.54
2.97
47.44
3.31
9.88
0.69
3
T10
AE3007A1/1
Fleet
85
971
30-m
50.30
3.79
55.82
4.20
15.05
1.13
3
T10
AE3007A1/1
Fleet
100
1171
30-m
51.05
2.98
56.48
3.30
18.38
1.07
3
T10
AE3007A1/1
Fleet
8.4
177
30-m
41.88
17.49
48.28
20.27
2.37
0.99
3
T10
AE3007A1/1
Fleet
100
1180
30-m
52.73
2.18
58.14
2.40
19.05
0.79
3
T10
AE3007A1/1
Fleet
85
982
30-m
47.11
2.44
52.05
2.70
14.19
0.74
3
T10
AE3007A1/1
Fleet
65
767
30-m
41.57
6.43
45.93
7.10
9.78
1.51
3
T10
AE3007A1/1
Fleet
45
529
30-m
29.09
3.47
32.65
3.80
4.80
0.56
3
T10
AE3007A1/1
Fleet
30
371
30-m
25.64
3.82
28.89
4.31
2.98
0.44
3
T10
AE3007A1/1
Fleet
15
231
30-m
21.09
4.50
23.98
5.12
1.54
0.33
3
T10
AE3007A1/1
Fleet
8.4
178
30-m
50.25
16.99
57.87
19.56
2.86
0.97
3
T6
P&W4158
Fleet
7
610
30-m
165.59
13.71
183.25
15.24
31.03
2.58
3
T6
P&W4158
Fleet
15
1014
30-m
23.84
1.89
28.29
2.24
7.97
0.63
3
T6
P&W4158
Fleet
30
2245
30-m
23.37
0.75
27.09
0.87
16.90
0.55
3
T6
P&W4158
Fleet
45
3726
30-m
63.84
36.81
70.41
40.11
72.87
41.51
3
T6
P&W4158
Fleet
7
595
30-m
153.25
24.46
170.13
27.06
28.11
4.47
3
T6
P&W4158
Fleet
65
5658
30-m
130.93
52.10
142.90
56.75
224.59
89.18
D-5

-------
Table D-1 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
3
T6
P&W4158
Fleet
80
7026
30-m
87.22
72.85
95.02
79.36
185.44
154.88
3
T6
P&W4158
Fleet
7
368
30-m
155.62
29.89
172.77
32.82
17.64
3.35
3
T6
P&W4158
Fleet
80
7026
30-m
146.92
7.37
160.08
8.05
312.42
15.71
3
T6
P&W4158
Fleet
65
5658
30-m
81.09
18.67
88.37
20.40
138.89
32.06
3
T6
P&W4158
Fleet
45
3834
30-m
41.07
0.95
45.50
1.06
48.45
1.13
3
T6
P&W4158
Fleet
30
2465
30-m
21.75
1.67
25.14
1.92
17.22
1.31
3
T6
P&W4158
Fleet
15
1097
30-m
23.29
3.64
27.41
4.04
8.36
1.23
3
T6
P&W4158
Fleet
7
368
30-m
156.26
19.47
173.57
21.30
17.72
2.17
3
11
P&W4158
Fleet
7
600
30-m
186.05
7.67
205.97
8.49
34.36
1.42
3
11
P&W4158
Fleet
15
1035
30-m
29.11
1.51
34.22
1.77
9.84
0.51
3
11
P&W4158
Fleet
30
2230
30-m
33.72
8.39
38.67
9.27
23.95
5.74
3
11
P&W4158
Fleet
45
3688
30-m
43.35
1.21
48.37
1.35
49.54
1.38
3
11
P&W4158
Fleet
65
5702
30-m
86.82
2.53
94.91
2.76
150.33
4.36
3
11
P&W4158
Fleet
80
7100
30-m
128.50
2.37
140.06
2.59
276.22
5.10
3
11
P&W4158
Fleet
7
591
30-m
168.62
14.89
187.06
16.27
30.73
2.67
3
11
P&W4158
Fleet
80
7200
30-m
136.22
2.25
148.48
2.45
296.96
4.90
3
11
P&W4158
Fleet
65
5711
30-m
61.63
34.10
67.49
37.08
107.06
58.81
3
11
P&W4158
Fleet
30
2252
30-m
26.67
1.50
30.87
1.71
19.31
1.07
3
11
P&W4158
Fleet
7
596
30-m
130.52
48.52
145.84
52.77
24.15
8.74
3
T8
RB211
Fleet
4
566
30-m
124.80
5.62
140.54
6.56
22.09
1.03
3
T8
RB211
Fleet
7
770
30-m
105.49
7.17
119.71
7.96
25.61
1.70
3
T8
RB211
Fleet
15
1191
30-m
66.40
7.88
74.51
9.10
24.65
3.01
3
T8
RB211
Fleet
30
2109
30-m
85.63
2.36
94.58
2.60
55.42
1.53
3
T8
RB211
Fleet
45
3178
30-m
187.91
85.81
205.79
93.77
181.65
82.77
3
T8
RB211
Fleet
65
4750
30-m
136.95
69.39
149.70
75.97
197.51
100.22
3
T8
RB211
Fleet
85
6096
30-m
76.77
2.75
84.23
3.02
142.63
5.11
3
T8
RB211
Fleet
85
6449
30-m
94.17
3.27
103.29
3.59
185.03
6.43
3
T8
RB211
Fleet
4
552
43-m
42.95
8.06
55.57
10.23
8.52
1.57
3
T8
RB211
Fleet
65
4691
43-m
174.41
4.25
201.95
4.93
263.15
6.43
3
T8
RB211
Fleet
45
3436
43-m
99.38
26.24
116.75
30.17
111.42
28.79
3
T8
RB211
Fleet
30
2131
43-m
72.56
3.14
87.66
3.80
51.88
2.25
3
T8
RB211
Fleet
15
1178
43-m
51.32
2.45
64.88
3.11
21.24
1.02
3
T8
RB211
Fleet
7
654
43-m
81.94
7.81
104.13
9.93
18.91
1.80
3
T8
RB211
Fleet
4
437
43-m
134.98
21.11
169.50
26.64
20.58
3.24
3
T9
RB211
Fleet
4
421
30-m
342.42
103.35
377.41
113.26
44.17
13.26
3
T9
RB211
Fleet
7
690
30-m
32.75
3.97
36.48
4.38
6.99
0.84
3
T9
RB211
Fleet
15
1221
30-m
34.50
5.49
38.16
6.18
12.94
2.09
3
T9
RB211
Fleet
30
2004
30-m
59.78
4.66
65.35
5.14
36.38
2.86
3
T9
RB211
Fleet
45
3068
30-m
97.03
3.87
105.83
4.23
90.20
3.61
3
T9
RB211
Fleet
65
4479
30-m
182.45
14.21
199.28
15.55
247.93
19.35
3
T9
RB211
Fleet
85
6233
30-m
95.53
2.90
104.46
3.17
180.86
5.49
3
T9
RB211
Fleet
100
6966
30-m
61.36
1.99
67.11
2.18
129.84
4.21
3
T9
RB211
Fleet
4
494
30-m
71.93
9.81
80.66
11.12
11.07
1.53
3
T9
RB211
Fleet
85
6307
30-m
90.07
2.98
98.51
3.26
172.59
5.71
3
T9
RB211
Fleet
65
4551
30-m
138.59
59.13
151.19
64.74
191.14
81.85
3
T9
RB211
Fleet
45
3111
30-m
89.25
4.47
97.39
4.86
84.17
4.20
3
T9
RB211
Fleet
30
2037
30-m
51.28
3.08
56.12
3.36
31.76
1.90
3
T9
RB211
Fleet
15
1173
30-m
26.05
10.37
28.94
11.38
9.43
3.71
3
T9
RB211
Fleet
7
668
30-m
24.00
2.94
26.79
3.28
4.97
0.61
3
T9
RB211
Fleet
4
506
30-m
103.28
14.79
116.06
16.62
16.32
2.34
D-6

-------
Table D-2. PM mass emission indices and rates determined by the EEPS
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
2
T1
CFM56-7B
Fleet
4
336
30-m
313.02
54.74
356.39
61.43
33.26
5.73
2
T1
CFM56-7B
Fleet
7
418
30-m
156.32
20.09
184.55
23.22
21.41
2.69
2
T1
CFM56-7B
Fleet
30
1180
30-m
72.72
11.29
88.76
13.18
29.10
4.32
2
T1
CFM56-7B
Fleet
40
1544
30-m
68.42
10.46
82.89
12.35
35.54
5.30
2
T1
CFM56-7B
Fleet
65
2497
30-m
65.46
10.15
75.38
15.68
52.28
10.88
2
T1
CFM56-7B
Fleet
85
4131
30-m
81.84
8.51
92.15
9.54
105.76
10.95
2
T1
CFM56-7B
Fleet
7
395
30-m
189.13
57.20
223.16
64.40
24.48
7.07
2
T1
CFM56-7B
Fleet
85
4086
30-m
99.67
10.14
114.44
11.72
129.89
13.30
2
T1
CFM56-7B
Fleet
65
2497
30-m
81.17
6.61
95.15
7.90
66.00
5.48
2
T1
CFM56-7B
Fleet
40
1498
30-m
91.65
8.82
109.64
10.53
45.63
4.38
2
T1
CFM56-7B
Fleet
30
1135
30-m
109.23
12.32
130.46
15.31
41.13
4.83
2
T1
CFM56-7B
Fleet
4
313
30-m
355.29
71.26
406.77
80.53
35.40
7.01
2
T4
CFM56-7B
Fleet
4
336
30-m
209.02
27.97
242.41
44.01
22.62
4.11
2
T4
CFM56-7B
Fleet
7
418
30-m
116.86
15.99
140.86
19.09
16.34
2.21
2
T4
CFM56-7B
Fleet
30
1180
30-m
85.64
8.37
103.84
10.07
34.05
3.30
2
T4
CFM56-7B
Fleet
40
1544
30-m
77.41
6.74
93.41
8.20
40.05
3.52
2
T4
CFM56-7B
Fleet
65
2497
30-m
80.40
5.04
94.08
5.98
65.25
4.15
2
T4
CFM56-7B
Fleet
85
4131
30-m
93.59
4.76
107.90
5.56
123.83
6.38
2
T4
CFM56-7B
Fleet
7
395
30-m
148.39
24.86
177.23
28.96
19.45
3.18
2
T4
CFM56-7B
Fleet
85
4086
30-m
99.63
6.24
114.63
7.05
130.11
8.00
2
T4
CFM56-7B
Fleet
65
2497
30-m
81.13
5.27
95.26
6.30
66.08
4.37
2
T4
CFM56-7B
Fleet
40
1498
30-m
83.01
7.07
100.07
8.51
41.65
3.54
2
T4
CFM56-7B
Fleet
30
1135
30-m
95.34
9.90
114.88
11.67
36.22
3.68
2
T4
CFM56-7B
Fleet
7
381
30-m
140.81
22.18
168.74
26.05
17.88
2.76
2
T4
CFM56-7B
Fleet
4
313
30-m
230.95
52.24
268.41
59.65
23.36
5.19
2
T2
CFM56-3B
Fleet
4
341
30-m
156.55
26.23
181.04
29.94
17.12
2.83
2
T2
CFM56-3B
Fleet
7
422
30-m
97.32
18.24
115.78
20.99
13.58
2.46
2
T2
CFM56-3B
Fleet
30
1099
30-m
62.21
6.73
75.47
8.34
23.03
2.55
2
T2
CFM56-3B
Fleet
40
1403
30-m
51.68
5.15
62.83
6.51
24.49
2.54
2
T2
CFM56-3B
Fleet
65
2193
30-m
81.51
6.96
93.08
8.10
56.69
4.93
2
T2
CFM56-3B
Fleet
85
3528
30-m
150.04
8.70
167.13
9.69
163.77
9.50
2
T2
CFM56-3B
Fleet
7
404
30-m
98.83
12.59
118.05
15.07
13.25
1.69
2
T2
CFM56-3B
Fleet
85
3559
30-m
167.94
12.81
187.00
14.32
184.89
14.16
2
T2
CFM56-3B
Fleet
65
2184
30-m
81.04
6.48
93.12
7.66
56.49
4.65
2
T2
CFM56-3B
Fleet
85
3559
30-m
146.14
7.73
163.20
8.64
161.35
8.54
2
T2
CFM56-3B
Fleet
40
1367
30-m
63.33
5.86
76.37
7.22
28.99
2.74
2
T2
CFM56-3B
Fleet
30
1067
30-m
75.93
7.47
91.22
9.08
27.04
2.69
2
T2
CFM56-3B
Fleet
7
418
30-m
108.47
15.01
128.29
17.78
14.88
2.06
2
T3
CFM56-3B
Fleet
4
372
30-m
163.00
22.77
185.66
25.81
19.20
2.67
2
T3
CFM56-3B
Fleet
7
440
30-m
141.54
20.55
163.64
23.68
20.02
2.90
2
T3
CFM56-3B
Fleet
30
1130
30-m
99.44
10.85
116.68
12.65
36.64
3.97
2
T3
CFM56-3B
Fleet
40
1444
30-m
96.08
8.72
111.90
10.26
44.88
4.11
2
T3
CFM56-3B
Fleet
65
2252
30-m
146.05
22.48
163.77
25.16
102.44
15.74
2
T3
CFM56-3B
Fleet
85
3677
30-m
281.13
19.21
312.40
21.35
319.12
21.81
2
T3
CFM56-3B
Fleet
7
418
30-m
154.33
21.42
178.30
24.59
20.69
2.85
2
T3
CFM56-3B
Fleet
85
3650
30-m
309.24
24.23
344.01
26.96
348.81
27.34
2
T3
CFM56-3B
Fleet
65
2261
30-m
147.93
10.50
166.00
11.90
104.26
7.47
2
T3
CFM56-3B
Fleet
40
1412
30-m
93.46
8.00
109.43
9.52
42.92
3.74
2
T3
CFM56-3B
Fleet
30
1108
30-m
96.39
9.08
113.60
10.81
34.96
3.33
2
T3
CFM56-3B
Fleet
7
422
30-m
152.57
22.04
176.33
25.30
20.68
2.97
2
T3
CFM56-3B
Fleet
4
368
30-m
168.93
24.49
192.82
27.84
19.70
2.84
3
T1
CFM56-3B
Fleet
4
300
30-m
458.55
78.89
618.61
109.69
51.57
9.14
3
T1
CFM56-3B
Fleet
7
397
30-m
384.07
75.05
524.35
107.98
57.76
11.89
3
T1
CFM56-3B
Fleet
15
654
30-m
296.89
55.73
414.15
80.96
75.19
14.70
3
T1
CFM56-3B
Fleet
30
1136
30-m
224.96
40.36
309.36
57.43
97.59
18.12
3
T1
CFM56-3B
Fleet
45
1618
30-m
212.94
30.81
285.05
43.18
128.09
19.40
3
T1
CFM56-3B
Fleet
65
2260
30-m
230.97
18.47
291.52
26.25
183.05
16.48
D-7

-------
Table D-2 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
3
T1
CFM56-3B
Fleet
85
2903
30-m
281.39
19.21
339.05
25.63
273.42
20.67
3
T1
CFM56-3B
Fleet
100
3385
30-m
354.93
19.10
414.09
25.28
389.38
23.77
3
T1
CFM56-3B
Fleet
4
300
30-m
502.09
78.63
676.42
108.99
56.39
9.09
3
T1
CFM56-3B
Fleet
100
3385
30-m
334.40
19.85
395.69
26.60
372.08
25.01
3
T1
CFM56-3B
Fleet
85
2903
30-m
270.24
24.55
331.29
31.41
267.17
25.33
3
T1
CFM56-3B
Fleet
65
2260
30-m
227.09
20.02
293.45
27.76
184.26
17.43
3
T1
CFM56-3B
Fleet
45
1618
30-m
228.88
21.30
313.06
31.12
140.68
13.99
3
T1
CFM56-3B
Fleet
30
1136
30-m
263.73
25.55
366.31
37.71
115.56
11.89
3
T1
CFM56-3B
Fleet
15
654
30-m
368.82
42.51
514.46
61.08
93.41
11.09
3
T1
CFM56-3B
Fleet
7
397
30-m
490.24
65.35
672.62
93.08
74.09
10.25
3
T1
CFM56-3B
Fleet
4
300
30-m
558.95
72.73
757.81
101.66
63.18
8.48
3
T11
CFM56-3B
Fleet
4
381
30-m
124.07
40.57
141.54
55.58
14.99
5.89
3
T11
CFM56-3B
Fleet
7
431
30-m
103.61
14.32
114.22
16.26
13.68
1.95
3
T11
CFM56-3B
Fleet
15
622
30-m
80.87
7.94
90.19
9.33
15.58
1.61
3
T11
CFM56-3B
Fleet
30
1090
30-m
84.34
10.27
94.21
11.65
28.51
3.52
3
T11
CFM56-3B
Fleet
45
1530
30-m
76.82
4.07
85.46
4.95
36.32
2.11
3
T11
CFM56-3B
Fleet
65
2179
30-m
94.92
9.43
104.87
10.47
63.48
6.34
3
T11
CFM56-3B
Fleet
85
2815
30-m
145.76
23.37
160.69
25.64
125.64
20.05
3
T11
CFM56-3B
Fleet
100
3564
30-m
173.58
27.67
191.65
30.87
189.73
30.56
3
T2
CJ610-8ATJ
Fleet
7
182
15-m
1059.57
648.03
1237.75
742.84
62.44
37.47
3
T2
CJ610-8ATJ
Fleet
15
304
15-m
164.94
36.28
187.89
40.99
15.88
3.46
3
T2
CJ610-8ATJ
Fleet
30
452
15-m
112.87
12.12
128.29
13.76
16.10
1.73
3
T2
CJ610-8ATJ
Fleet
45
568
15-m
99.67
8.18
112.54
9.30
17.74
1.47
3
T2
CJ610-8ATJ
Fleet
65
760
15-m
114.01
7.01
127.55
7.89
26.94
1.67
3
T2
CJ610-8ATJ
Fleet
85
999
15-m
138.89
9.52
154.59
10.63
42.89
2.95
3
T2
CJ610-8ATJ
Fleet
85
999
30-m
155.37
24.75
176.99
27.57
49.11
7.65
3
T2
CJ610-8ATJ
Fleet
100
1226
30-m
172.90
15.28
195.29
17.30
66.50
5.89
3
T2
CJ610-8ATJ
Fleet
7
182
30-m
515.94
597.94
702.82
714.95
35.45
36.07
3
T2
CJ610-8ATJ
Fleet
7
182
15-m
1651.06
1239.10
1891.05
1412.98
95.39
71.28
3
T2
CJ610-8ATJ
Fleet
100
1226
15-m
167.88
15.05
186.20
16.58
63.40
5.65
3
T2
CJ610-8ATJ
Fleet
65
763
15-m
137.56
11.94
153.40
12.96
32.50
2.74
3
T2
CJ610-8ATJ
Fleet
45
568
15-m
127.25
10.64
143.57
11.82
22.63
1.86
3
T2
CJ610-8ATJ
Fleet
30
454
15-m
140.67
13.47
159.95
15.25
20.17
1.92
3
T2
CJ610-8ATJ
Fleet
15
304
15-m
182.06
28.40
207.15
32.04
17.50
2.71
3
T2
CJ610-8ATJ
Fleet
7
182
15-m
652.82
612.71
763.62
694.50
38.52
35.03
3
T5
CJ610-8ATJ
Fleet
7
227
15-m
331.79
366.21
372.87
419.60
23.51
26.46
3
T5
CJ610-8ATJ
Fleet
15
303
15-m
1080.15
544.94
1219.85
613.52
102.76
51.68
3
T5
CJ610-8ATJ
Fleet
30
452
15-m
940.23
136.83
1056.52
153.36
132.57
19.24
3
T5
CJ610-8ATJ
Fleet
45
567
15-m
969.61
122.51
1082.13
136.39
170.31
21.47
3
T5
CJ610-8ATJ
Fleet
65
763
15-m
1121.02
77.80
1242.72
86.02
263.29
18.23
3
T5
CJ610-8ATJ
Fleet
85
1009
15-m
1590.63
246.78
1758.55
272.79
492.78
76.44
3
T5
CJ610-8ATJ
Fleet
100
1226
15-m
1754.34
77.27
1937.72
85.09
659.79
28.97
3
T5
CJ610-8ATJ
Fleet
7
227
30-m
252.15
730.67
289.67
807.23
18.27
50.90
3
T5
CJ610-8ATJ
Fleet
100
1226
30-m
1596.33
226.56
1751.66
248.43
596.44
84.59
3
T5
CJ610-8ATJ
Fleet
85
1009
30-m
1361.00
170.24
1494.41
187.00
418.76
52.40
3
T5
CJ610-8ATJ
Fleet
65
763
30-m
928.34
113.00
1023.69
124.23
216.89
26.32
3
T5
CJ610-8ATJ
Fleet
45
567
30-m
794.29
92.51
885.82
102.83
139.42
16.18
3
T5
CJ610-8ATJ
Fleet
30
452
30-m
815.67
77.31
909.77
85.92
114.16
10.78
3
T5
CJ610-8ATJ
Fleet
7
227
30-m
198.87
99.45
232.04
113.41
14.63
7.15
3
T3
AE3007A1E
Fleet
8.4
174
15-m
44.67
41.46
52.92
49.57
2.56
2.40
3
T3
AE3007A1E
Fleet
15
238
15-m
30.16
18.36
34.95
21.87
2.31
1.45
3
T3
AE3007A1E
Fleet
30
389
15-m
27.41
13.42
31.66
16.07
3.42
1.74
3
T3
AE3007A1E
Fleet
45
555
15-m
28.14
11.45
32.36
13.83
4.99
2.13
3
T3
AE3007A1E
Fleet
65
805
15-m
26.85
9.46
30.52
11.34
6.83
2.54
3
T3
AE3007A1E
Fleet
85
1082
15-m
30.99
10.92
35.15
12.87
10.56
3.87
3
T3
AE3007A1E
Fleet
100
1286
15-m
35.57
11.30
40.12
13.23
14.34
4.73
3
T3
AE3007A1E
Fleet
8.4
172
15-m
43.76
82.39
51.80
97.54
2.48
4.66
D-8

-------
Table D-2 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
3
T3
AE3007A1E
Fleet
100
1299
15-m
40.77
18.11
45.55
20.42
16.43
7.37
3
T3
AE3007A1E
Fleet
85
1088
15-m
30.78
10.38
34.69
12.18
10.49
3.68
3
T3
AE3007A1E
Fleet
65
810
15-m
25.73
10.11
29.28
12.13
6.59
2.73
3
T3
AE3007A1E
Fleet
45
563
15-m
23.31
12.95
26.93
15.68
4.21
2.45
3
T3
AE3007A1E
Fleet
30
392
15-m
271.42
197.07
308.49
230.97
33.60
25.16
3
T3
AE3007A1E
Fleet
15
235
15-m
243.55
65.71
274.61
74.56
17.93
4.87
3
T3
AE3007A1E
Fleet
8.4
173
15-m
480.40
336.54
358.39
250.67
17.19
12.02
3
T4
AE3007A1E
Fleet
8.4
168
15-m
58.79
59.45
70.28
69.20
3.27
3.22
3
T4
AE3007A1E
Fleet
15
239
15-m
49.63
40.34
59.50
49.45
3.96
3.29
3
T4
AE3007A1E
Fleet
30
385
15-m
36.55
27.67
43.64
33.78
4.67
3.61
3
T4
AE3007A1E
Fleet
45
547
15-m
197.92
100.99
221.33
114.80
33.65
17.45
3
T4
AE3007A1E
Fleet
65
788
15-m
249.83
78.95
276.91
89.42
60.64
19.58
3
T4
AE3007A1E
Fleet
85
1050
15-m
309.36
70.64
341.25
78.15
99.50
22.79
3
T4
AE3007A1E
Fleet
100
1253
15-m
359.41
50.71
395.96
56.34
137.82
19.61
3
T4
AE3007A1E
Fleet
8.4
168
15-m
325.68
237.62
359.85
261.76
16.75
12.19
3
T4
AE3007A1E
Fleet
100
1252
15-m
388.18
115.58
426.25
126.91
148.19
44.12
3
T4
AE3007A1E
Fleet
85
1041
15-m
314.64
65.38
345.99
71.94
100.09
20.81
3
T4
AE3007A1E
Fleet
8.4
168
15-m
252.74
92.79
279.00
101.99
13.02
4.76
3
T4
AE3007A1E
Fleet
85
1052
15-m
340.57
118.39
374.16
130.04
109.30
37.98
3
T4
AE3007A1E
Fleet
65
786
15-m
238.38
80.82
262.89
89.22
57.41
19.48
3
T4
AE3007A1E
Fleet
45
549
15-m
190.14
83.96
210.39
93.10
32.10
14.20
3
T4
AE3007A1E
Fleet
30
384
15-m
214.92
80.74
237.58
89.47
25.35
9.55
3
T4
AE3007A1E
Fleet
15
231
15-m
240.75
29.22
266.06
32.60
17.08
2.09
3
T4
AE3007A1E
Fleet
8.4
167
15-m
247.25
29.96
273.41
34.59
12.70
1.61
3
T10
AE3007A1/1
Fleet
8.4
179
30-m
33.38
25.22
40.08
30.21
1.99
1.50
3
T10
AE3007A1/1
Fleet
15
233
30-m
17.52
5.88
21.13
7.30
1.37
0.47
3
T10
AE3007A1/1
Fleet
30
372
30-m
20.20
3.25
23.86
4.17
2.47
0.43
3
T10
AE3007A1/1
Fleet
45
524
30-m
22.22
4.06
25.80
5.09
3.75
0.74
3
T10
AE3007A1/1
Fleet
65
750
30-m
28.11
3.42
32.21
4.14
6.71
0.86
3
T10
AE3007A1/1
Fleet
85
971
30-m
33.47
3.98
37.87
4.54
10.21
1.22
3
T10
AE3007A1/1
Fleet
100
1171
30-m
37.77
3.27
42.34
3.69
13.77
1.20
3
T10
AE3007A1/1
Fleet
8.4
177
30-m
36.00
19.20
42.91
22.98
2.10
1.13
3
T10
AE3007A1/1
Fleet
100
1180
30-m
39.00
3.19
43.45
3.61
14.24
1.18
3
T10
AE3007A1/1
Fleet
85
982
30-m
32.84
2.65
36.79
3.07
10.03
0.84
3
T10
AE3007A1/1
Fleet
65
767
30-m
26.69
6.15
30.11
7.13
6.41
1.52
3
T10
AE3007A1/1
Fleet
45
529
30-m
21.30
2.52
24.46
3.34
3.59
0.49
3
T10
AE3007A1/1
Fleet
30
371
30-m
17.58
3.90
20.27
4.59
2.09
0.47
3
T10
AE3007A1/1
Fleet
15
231
30-m
15.90
5.24
18.44
6.30
1.18
0.40
3
T10
AE3007A1/1
Fleet
8.4
178
30-m
39.54
20.45
46.90
24.39
2.31
1.20
3
T6
P&W4158
Fleet
7
610
30-m
31.48
45.47
40.70
67.95
6.89
11.51
3
T6
P&W4158
Fleet
15
1014
30-m
6.75
5.31
9.14
7.64
2.57
2.15
3
T6
P&W4158
Fleet
30
2245
30-m
5.16
3.40
6.98
5.21
4.35
3.25
3
T6
P&W4158
Fleet
45
3726
30-m
7.35
3.09
9.09
4.67
9.41
4.83
3
T6
P&W4158
Fleet
65
5827
30-m
13.56
4.44
15.71
5.72
25.42
9.26
3
T6
P&W4158
Fleet
7
595
30-m
27.04
9.96
33.08
14.19
5.47
2.34
3
T6
P&W4158
Fleet
65
5658
30-m
15.00
3.65
17.36
5.08
27.28
7.98
3
T6
P&W4158
Fleet
80
7026
30-m
21.61
4.09
24.29
5.23
47.40
10.21
3
T6
P&W4158
Fleet
7
368
30-m
26.81
10.21
32.69
14.18
3.34
1.45
3
T6
P&W4158
Fleet
80
7026
30-m
25.06
4.67
28.17
5.91
54.98
11.54
3
T6
P&W4158
Fleet
65
5658
30-m
14.33
3.45
16.53
4.91
25.97
7.72
3
T6
P&W4158
Fleet
45
3834
30-m
7.84
3.29
9.89
5.01
10.53
5.33
3
T6
P&W4158
Fleet
30
2465
30-m
6.00
4.23
8.12
6.49
5.56
4.44
3
T6
P&W4158
Fleet
15
1097
30-m
8.86
7.03
12.41
10.84
3.78
3.30
3
T6
P&W4158
Fleet
7
368
30-m
29.14
9.13
35.64
13.19
3.64
1.35
3
11
P&W4158
Fleet
7
600
30-m
47.05
16.77
57.17
23.03
9.54
3.84
3
11
P&W4158
Fleet
15
1035
30-m
14.73
10.55
20.31
15.82
5.84
4.55
3
11
P&W4158
Fleet
30
2230
30-m
10.81
7.48
14.84
11.60
9.19
7.19
D-9

-------
Table D-2 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
3
11
P&W4158
Fleet
45
3688
30-m
11.49
5.47
14.87
8.46
15.23
8.67
3
11
P&W4158
Fleet
65
5702
30-m
22.11
6.91
26.26
10.26
41.60
16.25
3
11
P&W4158
Fleet
80
7100
30-m
33.17
7.23
38.12
9.87
75.18
19.47
3
11
P&W4158
Fleet
7
591
30-m
45.51
13.55
55.04
19.89
9.04
3.27
3
11
P&W4158
Fleet
80
7200
30-m
38.46
7.80
43.52
10.24
87.04
20.47
3
11
P&W4158
Fleet
65
5711
30-m
21.70
6.50
25.47
9.37
40.40
14.87
3
11
P&W4158
Fleet
30
2252
30-m
11.48
8.28
15.83
12.71
9.90
7.95
3
11
P&W4158
Fleet
7
596
30-m
51.19
21.36
64.06
31.86
10.61
5.28
3
T8
RB211
Fleet
4
566
30-m
214.47
175.72
289.77
274.60
45.54
43.15
3
T8
RB211
Fleet
7
770
30-m
193.18
151.81
258.95
237.50
55.38
50.80
3
T8
RB211
Fleet
15
1191
30-m
58.69
33.31
74.93
50.59
24.79
16.74
3
T8
RB211
Fleet
30
2109
30-m
50.60
18.44
61.21
28.07
35.86
16.44
3
T8
RB211
Fleet
45
3178
30-m
62.71
12.86
72.79
19.34
64.25
17.07
3
T8
RB211
Fleet
65
4750
30-m
127.13
11.11
142.07
13.01
187.43
17.16
3
T8
RB211
Fleet
85
6096
30-m
90.08
16.70
102.07
19.39
172.85
32.83
3
T8
RB211
Fleet
7
782
30-m
132.25
57.52
173.92
88.48
37.78
19.22
3
T8
RB211
Fleet
85
6449
30-m
79.26
16.20
90.49
19.04
162.10
34.11
3
T8
RB211
Fleet
4
552
43-m
53.67
30.66
73.84
48.20
11.33
7.39
3
T8
RB211
Fleet
65
4691
43-m
127.14
15.79
149.24
19.09
194.46
24.88
3
T8
RB211
Fleet
45
3436
43-m
64.59
14.92
77.89
19.94
74.34
19.03
3
T8
RB211
Fleet
30
2131
43-m
47.32
16.14
61.00
24.54
36.10
14.53
3
T8
RB211
Fleet
15
1178
43-m
48.37
23.68
65.31
37.79
21.38
12.37
3
T8
RB211
Fleet
7
654
43-m
57.28
17.76
75.79
27.75
13.76
5.04
3
T8
RB211
Fleet
4
437
43-m
82.10
22.90
107.86
35.03
13.10
4.25
3
T9
RB211
Fleet
4
421
30-m
38.74
16.36
43.17
18.61
5.05
2.18
3
T9
RB211
Fleet
7
690
30-m
8.11
5.87
9.28
7.18
1.78
1.38
3
T9
RB211
Fleet
15
1221
30-m
7.52
3.33
8.58
4.90
2.91
1.66
3
T9
RB211
Fleet
30
2004
30-m
10.47
2.85
11.65
4.15
6.49
2.31
3
T9
RB211
Fleet
45
3068
30-m
18.36
8.15
20.92
12.28
17.83
10.47
3
T9
RB211
Fleet
65
4479
30-m
41.54
6.46
45.89
7.23
57.09
9.00
3
T9
RB211
Fleet
85
6233
30-m
31.71
4.37
35.82
5.49
62.01
9.51
3
T9
RB211
Fleet
100
6966
30-m
21.03
2.84
23.71
3.49
45.88
6.75
3
T9
RB211
Fleet
4
494
30-m
19.54
4.50
22.16
5.64
3.04
0.77
3
T9
RB211
Fleet
100
6987
30-m
24.08
4.39
27.17
5.28
52.73
10.25
3
T9
RB211
Fleet
85
6307
30-m
30.64
4.16
34.47
5.07
60.39
8.88
3
T9
RB211
Fleet
65
4551
30-m
47.69
3.86
52.79
4.55
66.75
5.76
3
T9
RB211
Fleet
45
3111
30-m
17.06
4.58
18.72
5.29
16.17
4.57
3
T9
RB211
Fleet
30
2037
30-m
12.54
8.24
14.81
12.99
8.38
7.35
3
T9
RB211
Fleet
15
1173
30-m
8.69
2.93
9.79
4.19
3.19
1.37
3
T9
RB211
Fleet
7
668
30-m
7.76
3.57
8.87
5.48
1.65
1.02
3
T9
RB211
Fleet
4
506
30-m
10.75
4.51
12.22
6.55
1.72
0.92
D-10

-------
Table D-3. PM mass emission indices and rates determined by the TEOM
APEX
Test
Enqine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kq fuel)
Emission Rate (mq/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
1
EPA 1
CFM56-2C
Base
100
2906
30-m
489.21
578.57
667.95
789.95
539.11
637.58
1
EPA 1
CFM56-2C
Base
85
2622
30-m
2059.74
1179.08
2812.29
1609.87
2048.16
1172.45
1
EPA 1
CFM56-2C
Base
30
1012
30-m
349.21
390.46
476.79
533.11
134.09
149.93
1
EPA 1
CFM56-2C
Base
30
1003
30-m
417.35
719.64
569.83
982.57
158.82
273.85
1
EPA 1
CFM56-2C
Base
7
443
30-m
308.15
188.93
420.74
257.96
51.73
31.72
1
EPA 1
CFM56-2C
Base
7
442
30-m
50.22
930.74
68.56
1270.79
8.42
156.09
1
EPA 1
CFM56-2C
Base
85
2974
30-m
142.29
242.11
183.87
312.85
151.91
258.46
1
EPA 1
CFM56-2C
Base
30
991
30-m
159.55
296.35
217.84
404.62
59.97
111.39
1
EPA 1
CFM56-2C
Base
7
431
30-m
33.56
258.91
45.82
353.50
5.49
42.35
1
EPA 1
CFM56-2C
Base
30
963
30-m
97.11
237.22
132.58
323.89
35.46
86.63
1
EPA 2
CFM56-2C
Base
7
436
30-m
100.30
220.46
138.85
305.19
16.81
36.95
1
EPA 2
CFM56-2C
Base
85
2898
30-m
683.87
370.35
946.71
512.68
762.07
412.69
1
EPA 2
CFM56-2C
Base
30
1017
30-m
74.25
570.51
102.79
789.78
29.02
223.01
1
EPA 2
CFM56-2C
Base
7
409
30-m
305.75
1089.67
423.27
1508.47
48.04
171.21
1
EPA 2
CFM56-2C
Base
30
1022
30-m
533.56
602.14
738.63
833.56
209.59
236.52
1
EPA 2
CFM56-2C
Base
7
418
30-m
161.51
388.79
223.59
538.22
25.94
62.44
1
EPA 2
CFM56-2C
Base
85
2892
30-m
8.29
364.02
11.48
503.93
9.22
404.88
1
EPA 2
CFM56-2C
Base
30
1017
30-m
528.27
627.34
731.31
868.45
206.59
245.33
1
EPA 2
CFM56-2C
Base
7
413
30-m
91.98
181.33
127.33
251.02
14.61
28.81
1
EPA 2
CFM56-2C
Base
30
1038
30-m
506.42
581.20
701.05
804.58
202.20
232.05
1
EPA 2
CFM56-2C
Base
7
449
30-m
155.04
207.00
214.63
286.56
26.80
35.78
1
NASA 1
CFM56-2C
Base
85
2406
30-m
95.10
484.49
127.44
649.26
85.18
433.96
1
NASA 1
CFM56-2C
Base
40
1187
30-m
134.90
238.16
180.78
319.15
59.62
105.25
1
NASA 1
CFM56-2C
Base
4
341
30-m
343.58
297.12
460.42
398.17
43.55
37.66
1
NASA 1
CFM56-2C
Base
30
953
30-m
120.87
111.88
161.98
149.93
42.90
39.71
1
NASA 1
CFM56-2C
Base
15
527
30-m
250.30
191.43
335.42
256.54
49.07
37.53
1
NASA 1
CFM56-2C
Base
7
427
30-m
106.58
64.56
142.82
86.51
16.93
10.26
1
NASA 1
CFM56-2C
Base
5.5
377
30-m
110.85
125.69
148.55
168.43
15.55
17.63
1
NASA 1
CFM56-2C
Base
4
354
30-m
54.14
130.11
72.56
174.36
7.14
17.15
1
NASA 1
CFM56-2C
Base
4
354
30-m
141.64
412.09
189.81
552.23
18.67
54.32
1
NASA 1
CFM56-2C
Base
5.5
388
30-m
83.81
60.44
112.31
80.99
12.11
8.73
1
NASA 1
CFM56-2C
Base
7
436
30-m
125.94
169.27
168.76
226.84
20.43
27.46
1
NASA 1
CFM56-2C
Base
4
345
30-m
160.09
150.32
214.53
201.44
20.56
19.31
1
NASA 1
CFM56-2C
Base
40
1317
30-m
6.31
139.33
8.45
186.71
3.09
68.28
1
NASA 1
CFM56-2C
Base
30
1017
30-m
126.47
134.74
169.48
180.56
47.88
51.01
1
NASA 1
CFM56-2C
Base
15
545
30-m
136.03
111.90
182.30
149.96
27.59
22.69
1
NASA 1
CFM56-2C
Base
7
409
30-m
61.02
33.90
81.77
45.42
9.28
5.16
1
NASA 1
CFM56-2C
Base
5.5
379
30-m
95.40
78.78
127.85
105.57
13.46
11.12
1
NASA 1
CFM56-2C
Base
5.5
400
30-m
77.33
71.92
103.62
96.38
11.50
10.70
1
NASA 1
CFM56-2C
Base
7
436
30-m
32.25
130.69
43.22
175.13
5.23
21.20
1
NASA 1
CFM56-2C
Base
15
595
30-m
16.06
44.54
21.52
59.69
3.56
9.86
1
NASA1a
CFM56-2C
Base
4
350
30-m
184.37
179.95
245.98
240.09
23.89
23.31
1
NASAIa
CFM56-2C
Base
85
2928
30-m
43.07
409.20
57.47
545.96
46.75
444.09
1
NASA1a
CFM56-2C
Base
65
2107
30-m
168.64
153.84
225.00
205.26
131.66
120.11
1
NASAIa
CFM56-2C
Base
4
327
30-m
421.91
414.73
562.92
553.34
51.11
50.24
1
NASAIa
CFM56-2C
Base
85
2883
30-m
171.35
185.37
228.62
247.32
183.08
198.05
1
NASAIa
CFM56-2C
Base
70
2288
30-m
167.94
60.15
224.06
80.25
142.41
51.01
1
NASAIa
CFM56-2C
Base
65
2070
30-m
95.97
120.63
128.04
160.94
73.63
92.55
1
NASAIa
CFM56-2C
Base
60
1902
30-m
115.45
131.05
154.03
174.85
81.39
92.39
1
NASAIa
CFM56-2C
Base
4
336
30-m
426.70
502.52
569.30
670.46
53.13
62.57
1
NASAIa
CFM56-2C
Base
85
2946
30-m
164.41
150.42
219.35
200.70
179.53
164.26
1
NASAIa
CFM56-2C
Base
65
2102
30-m
252.26
184.76
336.56
246.50
196.52
143.93
1
NASAIa
CFM56-2C
Base
4
336
30-m
504.83
632.70
673.55
844.14
62.86
78.78
1
NASAIa
CFM56-2C
Base
85
2897
30-m
253.26
118.27
337.90
157.79
271.87
126.96
1
NASAIa
CFM56-2C
Base
65
2088
30-m
302.23
150.77
403.24
201.16
233.92
116.70
1
NASAIa
CFM56-2C
Base
4
336
30-m
22.87
633.62
30.51
845.37
2.85
78.89
D-11

-------
Table D-3 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
1
NASAIa
CFM56-2C
Base
85
2838
30-m
282.23
90.82
376.55
121.17
296.79
95.50
1
NASAIa
CFM56-2C
Base
70
2252
30-m
272.19
168.52
363.16
224.84
227.16
140.64
1
NASAIa
CFM56-2C
Base
65
2122
30-m
29.59
77.56
39.48
103.48
23.28
61.01
1
NASAIa
CFM56-2C
Base
60
1941
30-m
26.70
62.44
35.62
83.31
19.20
44.91
1
NASAIa
CFM56-2C
Base
4
331
30-m
799.54
591.76
1066.75
789.52
98.21
72.68
1
EPA 3
CFM56-2C
H
-S
85
2847
30-m
485.90
280.65
676.46
390.70
534.89
308.94
1
EPA 3
CFM56-2C
H
-S
76
2424
30-m
256.88
250.79
357.61
349.14
240.83
235.12
1
EPA 3
CFM56-2C
H
-S
30
958
30-m
657.42
643.77
915.23
896.24
243.54
238.48
1
EPA 3
CFM56-2C
H
-S
7
418
30-m
271.02
676.57
377.30
941.90
43.78
109.28
1
EPA 3
CFM56-2C
H
-S
30
981
30-m
1191.20
1177.81
1658.34
1639.71
451.73
446.66
1
EPA 3
CFM56-2C
H
-S
7
454
30-m
171.17
262.48
238.29
365.41
30.05
46.08
1
EPA 3
CFM56-2C
H
-S
30
944
30-m
928.02
1089.07
1291.95
1516.16
338.89
397.71
1
EPA 3
CFM56-2C
H
-S
7
445
30-m
84.48
388.48
117.60
540.83
14.53
66.84
1
EPA 3
CFM56-2C
H
-S
30
972
30-m
736.16
761.36
1024.86
1059.93
276.59
286.05
1
NASA 2
CFM56-2C
H
-S
4
345
30-m
259.50
24.89
353.70
33.93
33.94
3.26
1
NASA 2
CFM56-2C
H
-S
85
2715
30-m
229.75
119.70
313.15
163.15
236.16
123.04
1
NASA 2
CFM56-2C
H
-S
65
2072
30-m
185.76
165.36
253.19
225.38
145.70
129.70
1
NASA 2
CFM56-2C
H
-S
40
1245
30-m
249.08
140.68
339.50
191.74
117.44
66.33
1
NASA 2
CFM56-2C
H
-S
30
950
30-m
168.13
58.34
229.17
79.51
60.46
20.98
1
NASA 2
CFM56-2C
H
-S
7
402
30-m
342.83
233.11
467.28
317.74
52.15
35.46
1
NASA 2
CFM56-2C
H
-s
4
350
30-m
267.29
185.99
364.32
253.51
35.38
24.62
1
NASA 2
CFM56-2C
H
-s
85
2676
30-m
126.34
101.91
172.21
138.90
128.00
103.25
1
NASA 2
CFM56-2C
H
-s
65
2053
30-m
100.53
103.32
137.02
140.83
78.12
80.30
1
NASA 2
CFM56-2C
H
-s
40
1238
30-m
137.67
158.68
187.64
216.28
64.51
74.35
1
NASA 2
CFM56-2C
H
-s
30
954
30-m
219.18
139.96
298.75
190.77
79.19
50.57
1
NASA 2
CFM56-2C
H
-s
85
2791
30-m
54.87
58.76
74.79
80.09
57.99
62.10
1
NASA 2
CFM56-2C
H
-s
60
1855
30-m
-99.90
139.56
-136.17
190.22
-70.18
98.04
1
NASA 2
CFM56-2C
H
-s
40
1224
30-m
67.46
201.46
91.95
274.59
31.25
93.32
1
NASA 2
CFM56-2C
H
-s
15
543
30-m
113.69
375.43
154.96
511.72
23.39
77.25
1
NASA 3
CFM56-2C
H
-s
4
353
30-m
155.35
336.06
219.69
475.25
21.53
46.57
1
NASA 3
CFM56-2C
H
-s
85
2785
30-m
356.95
127.95
504.79
180.95
390.49
139.98
1
NASA 3
CFM56-2C
H
-s
65
2050
30-m
254.74
202.18
360.24
285.91
205.16
162.83
1
NASA 3
CFM56-2C
H
-s
40
1241
30-m
212.63
145.19
300.69
205.32
103.64
70.77
1
NASA 3
CFM56-2C
H
-s
30
976
30-m
277.50
106.71
392.43
150.91
106.40
40.92
1
NASA 3
CFM56-2C
H
-s
7
402
30-m
617.63
482.40
873.43
682.19
97.48
76.14
1
NASA 3
CFM56-2C
H
-s
4
341
30-m
260.85
114.64
368.89
162.12
34.94
15.35
1
NASA 3
CFM56-2C
H
-s
85
2763
30-m
196.65
73.32
278.09
103.69
213.44
79.58
1
NASA 3
CFM56-2C
H
-s
65
2047
30-m
210.56
96.23
297.76
136.09
169.32
77.38
1
NASA 3
CFM56-2C
H
-s
40
1251
30-m
213.88
165.19
302.47
233.60
105.09
81.16
1
NASA 3
CFM56-2C
H
-s
30
998
30-m
302.86
140.98
428.29
199.38
118.72
55.27
1
NASA 3
CFM56-2C
H
-s
7
405
30-m
554.70
464.41
784.44
656.75
88.24
73.88
1
NASA 3
CFM56-2C
H
-s
4
348
30-m
190.63
169.58
269.59
239.81
26.08
23.20
1
NASA 3
CFM56-2C
H
-s
85
2727
30-m
198.88
64.61
281.25
91.36
213.06
69.21
1
NASA 3
CFM56-2C
H
-s
70
2200
30-m
166.73
143.15
235.79
202.43
144.07
123.69
1
NASA 3
CFM56-2C
H
-s
65
2060
30-m
150.06
88.80
212.20
125.57
121.44
71.86
1
NASA 3
CFM56-2C
H
-s
60
1846
30-m
157.73
95.10
223.05
134.49
114.35
68.94
1
NASA 3
CFM56-2C
H
-s
40
1274
30-m
334.89
202.89
473.59
286.92
167.65
101.57
1
NASA 3
CFM56-2C
H
-s
30
985
30-m
153.81
96.30
217.51
136.18
59.50
37.25
1
NASA 3
CFM56-2C
H
-s
15
538
30-m
548.45
427.64
775.59
604.75
115.91
90.38
1
NASA 3
CFM56-2C
H
-s
7
410
30-m
210.17
71.28
297.21
100.79
33.81
11.47
1
NASA 3
CFM56-2C
H
-s
5.5
382
30-m
264.18
140.59
373.60
198.81
39.67
21.11
1
NASA 4
CFM56-2C
H
-Arom
85
2697
30-m
171.66
156.32
221.81
201.98
166.16
151.30
1
NASA 4
CFM56-2C
H
-Arom
65
2029
30-m
129.27
119.24
167.04
154.07
94.16
86.85
1
NASA 4
CFM56-2C
H
-Arom
40
1226
30-m
59.55
174.91
76.95
226.01
26.20
76.96
1
NASA 4
CFM56-2C
H
-Arom
30
976
30-m
161.32
235.28
208.45
304.01
56.52
82.43
1
NASA 4
CFM56-2C
H
-Arom
7
397
30-m
516.92
594.00
667.93
767.52
73.70
84.69
D-12

-------
Table D-3 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
1
NASA 4
CFM56-2C
H
-Arom
4
347
30-m
217.15
228.46
280.59
295.20
27.07
28.48
1
NASA 4
CFM56-2C
H
-Arom
85
2706
30-m
185.50
79.76
239.69
103.06
180.16
77.46
1
NASA 4
CFM56-2C
H
-Arom
65
2034
30-m
57.99
144.80
74.92
187.09
42.33
105.70
1
NASA 4
CFM56-2C
H
-Arom
40
1185
30-m
270.92
177.53
350.06
229.39
115.22
75.50
1
NASA 4
CFM56-2C
H
-Arom
30
962
30-m
134.35
144.89
173.60
187.21
46.41
50.05
1
NASA 4
CFM56-2C
H
-Arom
7
395
30-m
511.31
615.00
660.68
794.66
72.49
87.19
1
NASA 4
CFM56-2C
H
-Arom
4
341
30-m
141.60
156.68
182.96
202.45
17.31
19.15
1
NASA 4
CFM56-2C
H
-Arom
85
2738
30-m
78.95
153.64
102.01
198.52
77.57
150.97
1
NASA 4
CFM56-2C
H
-Arom
85
2701
30-m
23.26
86.02
30.05
111.14
22.55
83.40
1
NASA 4
CFM56-2C
H
-Arom
70
2157
30-m
125.16
127.59
161.73
164.87
96.88
98.76
1
NASA 4
CFM56-2C
H
-Arom
65
1998
30-m
69.49
239.26
89.79
309.16
49.83
171.55
1
NASA 4
CFM56-2C
H
-Arom
60
1850
30-m
55.87
109.42
72.19
141.39
37.10
72.66
1
NASA 4
CFM56-2C
H
-Arom
40
1226
30-m
196.88
157.28
254.39
203.23
86.62
69.20
1
NASA 4
CFM56-2C
H
-Arom
30
962
30-m
86.33
177.26
111.55
229.04
29.82
61.23
1
NASA 4
CFM56-2C
H
-Arom
15
545
30-m
149.40
273.94
193.05
353.96
29.21
53.57
1
NASA 4
CFM56-2C
H
-Arom
7
404
30-m
253.02
298.83
326.93
386.12
36.69
43.34
1
NASA 4
CFM56-2C
H
-Arom
5.5
381
30-m
237.39
129.60
306.73
167.46
32.49
17.74
1
NASA 4
CFM56-2C
H
-Arom
4
347
30-m
113.58
240.03
146.76
310.14
14.16
29.92
1
NASA 4
CFM56-2C
H
-Arom
85
2697
30-m
91.55
105.75
118.29
136.65
88.61
102.36
1
NASA 4
CFM56-2C
H
-Arom
65
2029
30-m
75.39
104.59
97.42
135.14
54.92
76.18
1
NASA 4
CFM56-2C
H
-Arom
40
1244
30-m
201.91
176.16
260.89
227.62
90.15
78.65
1
NASA 4
CFM56-2C
H
-Arom
30
940
30-m
260.45
411.02
336.54
531.08
87.85
138.64
1
NASA 4
CFM56-2C
H
-Arom
7
409
30-m
149.98
147.72
193.79
190.87
22.00
21.66
1
NASA 4
CFM56-2C
H
-Arom
4
347
30-m
488.46
313.20
631.15
404.69
60.89
39.04
1
NASA 5
CFM56-2C
H
-Arom
4
354
30-m
175.40
156.60
233.23
208.24
22.94
20.48
1
NASA 5
CFM56-2C
H
-Arom
85
2960
30-m
392.77
256.65
522.28
341.27
429.44
280.61
1
NASA 5
CFM56-2C
H
-Arom
65
2191
30-m
183.44
232.81
243.93
309.57
148.43
188.37
1
NASA 5
CFM56-2C
H
-Arom
40
1253
30-m
309.40
287.58
411.41
382.41
143.20
133.10
1
NASA 5
CFM56-2C
H
-Arom
30
962
30-m
193.57
205.15
257.40
272.80
68.82
72.93
1
NASA 5
CFM56-2C
H
-Arom
7
413
30-m
439.75
1855.81
584.74
2467.74
67.11
283.20
1
NASA 5
CFM56-2C
H
-Arom
100
3264
30-m
254.96
425.57
339.04
565.89
307.42
513.12
1
NASA 5
CFM56-2C
H
-Arom
85
2869
30-m
231.82
208.74
308.26
277.57
245.69
221.23
1
NASA 5
CFM56-2C
H
-Arom
65
2134
30-m
279.54
225.27
371.72
299.55
220.33
177.55
1
NASA 5
CFM56-2C
H
-Arom
40
1280
30-m
203.88
412.31
271.11
548.26
96.42
194.98
1
NASA 5
CFM56-2C
H
-Arom
7
404
30-m
275.67
321.84
366.57
427.97
41.14
48.03
1
NASA 5
CFM56-2C
H
-Arom
4
338
30-m
148.19
128.46
197.05
170.82
18.51
16.05
1
NASA 5
CFM56-2C
H
-Arom
85
2933
30-m
160.92
79.64
213.98
105.90
174.32
86.27
1
NASA 5
CFM56-2C
H
-Arom
70
2247
30-m
85.29
84.49
113.41
112.34
70.79
70.13
1
NASA 5
CFM56-2C
H
-Arom
65
2088
30-m
110.50
76.32
146.94
101.49
85.24
58.88
1
NASA 5
CFM56-2C
H
-Arom
60
1930
30-m
35.20
71.30
46.81
94.81
25.09
50.82
1
NASA 5
CFM56-2C
H
-Arom
40
1271
30-m
145.00
172.93
192.81
229.95
68.08
81.20
1
NASA 5
CFM56-2C
H
-Arom
30
999
30-m
234.16
190.10
311.38
252.78
86.39
70.13
1
NASA 5
CFM56-2C
H
-Arom
15
545
30-m
330.62
427.98
439.64
569.09
66.53
86.12
1
NASA 5
CFM56-2C
H
-Arom
7
413
30-m
127.70
110.72
169.81
147.23
19.49
16.90
1
NASA 5
CFM56-2C
H
-Arom
5.5
395
30-m
104.16
121.02
138.51
160.92
15.20
17.66
1
NASA 5
CFM56-2C
H
-Arom
4
345
30-m
264.37
90.21
351.54
119.95
33.69
11.50
1
NASA 5
CFM56-2C
H
-Arom
65
2111
30-m
54.32
145.13
72.23
192.98
42.35
113.17
1
NASA 5
CFM56-2C
H
-Arom
40
1362
30-m
103.60
200.56
137.76
266.70
52.12
100.90
1
NASA 5
CFM56-2C
H
-Arom
30
1003
30-m
137.56
239.29
182.92
318.20
50.98
88.68
1
NASA 5
CFM56-2C
H
-Arom
7
409
30-m
344.82
443.95
458.52
590.33
52.04
67.00
1
NASA 5
CFM56-2C
H
-Arom
4
345
30-m
262.71
233.88
349.34
311.00
33.48
29.81
2
T1
CFM56-7B
Fleet
4
336
30-m
1465.20
219.60
1640.05
245.80
153.05
22.94
2
T1
CFM56-7B
Fleet
7
418
30-m
228.61
20.12
255.89
22.52
29.69
2.61
2
T1
CFM56-7B
Fleet
30
1180
30-m
249.99
21.41
279.82
23.96
91.75
7.86
2
T1
CFM56-7B
Fleet
40
1544
30-m
142.53
10.87
159.54
12.17
68.41
5.22
2
T1
CFM56-7B
Fleet
65
2497
30-m
106.69
7.51
119.42
8.41
82.83
5.83
D-13

-------
Table D-3 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
2
T1
CFM56-7B
Fleet
85
4131
30-m
22.32
2.71
24.99
3.04
28.68
3.48
2
T1
CFM56-7B
Fleet
7
395
30-m
200.36
27.97
224.27
31.31
24.61
3.44
2
T1
CFM56-7B
Fleet
85
4086
30-m
222.62
20.05
249.19
22.45
282.83
25.48
2
T1
CFM56-7B
Fleet
65
2497
30-m
93.20
8.26
104.32
9.25
72.36
6.41
2
T1
CFM56-7B
Fleet
40
1498
30-m
29.50
2.46
33.02
2.75
13.74
1.14
2
T1
CFM56-7B
Fleet
30
1135
30-m
266.08
22.60
297.84
25.29
93.90
7.97
2
T1
CFM56-7B
Fleet
4
313
30-m
429.55
74.65
480.81
83.56
41.84
7.27
2
T4
CFM56-7B
Fleet
4
336
30-m
442.92
60.38
498.46
67.95
46.52
6.34
2
T4
CFM56-7B
Fleet
7
418
30-m
320.17
31.71
360.31
35.69
41.80
4.14
2
T4
CFM56-7B
Fleet
30
1180
30-m
127.84
8.45
143.87
9.51
47.17
3.12
2
T4
CFM56-7B
Fleet
40
1544
30-m
206.75
12.90
232.67
14.51
99.77
6.22
2
T4
CFM56-7B
Fleet
65
2497
30-m
128.40
6.19
144.50
6.96
100.23
4.83
2
T4
CFM56-7B
Fleet
85
4131
30-m
255.72
10.06
287.78
11.32
330.26
12.99
2
T4
CFM56-7B
Fleet
7
395
30-m
289.56
36.04
325.86
40.56
35.75
4.45
2
T4
CFM56-7B
Fleet
85
4086
30-m
433.93
18.80
488.34
21.16
554.26
24.01
2
T4
CFM56-7B
Fleet
65
2497
30-m
164.45
10.89
185.07
12.26
128.36
8.50
2
T4
CFM56-7B
Fleet
40
1498
30-m
135.06
10.34
152.00
11.63
63.26
4.84
2
T4
CFM56-7B
Fleet
30
1135
30-m
82.98
6.77
93.38
7.62
29.44
2.40
2
T4
CFM56-7B
Fleet
7
381
30-m
261.61
28.67
294.41
32.26
31.19
3.42
2
T4
CFM56-7B
Fleet
4
313
30-m
356.37
60.58
401.05
68.17
34.90
5.93
2
T2
CFM56-3B
Fleet
4
341
30-m
323.32
38.68
358.89
42.94
33.94
4.06
2
T2
CFM56-3B
Fleet
7
422
30-m
150.86
16.08
167.46
17.85
19.64
2.09
2
T2
CFM56-3B
Fleet
30
1099
30-m
175.39
14.54
194.68
16.14
59.41
4.93
2
T2
CFM56-3B
Fleet
40
1403
30-m
128.53
8.49
142.67
9.42
55.59
3.67
2
T2
CFM56-3B
Fleet
65
2193
30-m
122.12
6.67
127.23
7.03
77.50
4.28
2
T2
CFM56-3B
Fleet
85
3528
30-m
276.54
13.90
306.96
15.43
300.78
15.12
2
T2
CFM56-3B
Fleet
7
404
30-m
234.09
23.36
259.85
25.93
29.16
2.91
2
T2
CFM56-3B
Fleet
85
3559
30-m
445.43
24.16
494.43
26.82
488.84
26.52
2
T2
CFM56-3B
Fleet
65
2184
30-m
174.12
9.84
193.28
10.92
117.24
6.63
2
T2
CFM56-3B
Fleet
85
3559
30-m
247.34
11.36
274.54
12.61
271.44
12.47
2
T2
CFM56-3B
Fleet
40
1367
30-m
65.67
4.46
72.90
4.95
27.67
1.88
2
T2
CFM56-3B
Fleet
30
1067
30-m
146.92
11.56
163.09
12.84
48.33
3.80
2
T2
CFM56-3B
Fleet
7
418
30-m
177.99
18.31
197.57
20.33
22.92
2.36
2
T2
CFM56-3B
Fleet
4
345
30-m
275.23
31.31
305.50
34.75
29.28
3.33
2
T3
CFM56-3B
Fleet
4
372
30-m
315.89
35.18
348.84
38.85
36.07
4.02
2
T3
CFM56-3B
Fleet
7
440
30-m
227.94
25.63
251.71
28.31
30.79
3.46
2
T3
CFM56-3B
Fleet
30
1130
30-m
195.57
16.91
215.97
18.68
67.82
5.86
2
T3
CFM56-3B
Fleet
40
1444
30-m
99.04
6.33
109.37
6.99
43.86
2.80
2
T3
CFM56-3B
Fleet
65
2252
30-m
293.45
16.25
324.07
17.95
202.71
11.23
2
T3
CFM56-3B
Fleet
85
3677
30-m
604.01
30.26
667.03
33.42
681.37
34.14
2
T3
CFM56-3B
Fleet
7
418
30-m
237.11
26.43
261.84
29.18
30.38
3.39
2
T3
CFM56-3B
Fleet
85
3650
30-m
560.05
31.47
618.48
34.76
627.10
35.24
2
T3
CFM56-3B
Fleet
65
2261
30-m
232.48
13.48
256.73
14.89
161.24
9.35
2
T3
CFM56-3B
Fleet
40
1412
30-m
161.48
11.02
178.33
12.17
69.94
4.77
2
T3
CFM56-3B
Fleet
30
1108
30-m
144.18
11.44
159.23
12.63
49.00
3.89
2
T3
CFM56-3B
Fleet
7
422
30-m
232.06
27.82
256.27
30.72
30.06
3.60
2
T3
CFM56-3B
Fleet
4
368
30-m
221.69
26.36
244.82
29.11
25.01
2.97
3
T1
CFM56-3B
Fleet
4
300
30-m
157.61
23.31
187.18
27.53
15.60
2.29
3
T1
CFM56-3B
Fleet
7
397
30-m
223.91
28.04
262.48
32.69
28.91
3.60
3
T1
CFM56-3B
Fleet
15
654
30-m
138.43
16.17
161.94
18.66
29.40
3.39
3
T1
CFM56-3B
Fleet
30
1136
30-m
343.68
23.48
390.17
26.51
123.08
8.36
3
T1
CFM56-3B
Fleet
45
1618
30-m
609.90
62.11
682.45
69.08
306.67
31.04
3
T1
CFM56-3B
Fleet
65
2260
30-m
269.04
12.97
305.21
14.65
191.64
9.20
3
T1
CFM56-3B
Fleet
85
2903
30-m
429.50
20.10
482.24
22.45
388.90
18.11
3
T1
CFM56-3B
Fleet
100
3385
30-m
431.22
20.43
483.43
22.69
454.59
21.34
3
T1
CFM56-3B
Fleet
4
300
30-m
759.27
104.13
858.03
117.40
71.53
9.79
D-14

-------
Table D-3 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
3
T1
CFM56-3B
Fleet
100
3385
30-m
660.50
29.31
737.12
32.58
693.15
30.63
3
T1
CFM56-3B
Fleet
85
2903
30-m
507.98
23.27
569.81
26.02
459.51
20.99
3
T1
CFM56-3B
Fleet
65
2260
30-m
245.29
16.17
280.57
18.20
176.17
11.43
3
T1
CFM56-3B
Fleet
45
1618
30-m
217.93
19.57
248.03
21.99
111.45
9.88
3
T1
CFM56-3B
Fleet
30
1136
30-m
100.07
8.12
120.70
9.46
38.08
2.99
3
T1
CFM56-3B
Fleet
15
654
30-m
86.11
10.10
105.43
12.15
19.14
2.21
3
T1
CFM56-3B
Fleet
7
397
30-m
100.72
13.54
124.30
16.44
13.69
1.81
3
T1
CFM56-3B
Fleet
4
300
30-m
235.32
27.22
281.91
32.31
23.50
2.69
3
T11
CFM56-3B
Fleet
4
381
30-m
186.78
18.00
207.94
20.01
22.03
2.12
3
T11
CFM56-3B
Fleet
7
431
30-m
195.97
19.01
217.52
21.09
26.06
2.53
3
T11
CFM56-3B
Fleet
15
622
30-m
152.93
13.06
169.41
14.46
29.27
2.50
3
T11
CFM56-3B
Fleet
30
1090
30-m
149.73
8.61
165.30
9.50
50.03
2.88
3
T11
CFM56-3B
Fleet
45
1530
30-m
136.04
5.14
150.03
5.65
63.76
2.40
3
T11
CFM56-3B
Fleet
65
2179
30-m
166.02
5.88
182.55
6.46
110.50
3.91
3
T11
CFM56-3B
Fleet
85
2815
30-m
308.87
12.26
338.16
13.42
264.40
10.49
3
T11
CFM56-3B
Fleet
100
3564
30-m
347.96
13.67
380.68
14.95
376.87
14.80
3
T2
CJ610-8ATJ
Fleet
7
182
15-m
663.55
116.26
769.92
134.08
38.84
6.76
3
T2
CJ610-8ATJ
Fleet
15
304
15-m
349.44
45.77
386.39
50.59
32.65
4.27
3
T2
CJ610-8ATJ
Fleet
30
452
15-m
268.61
15.24
296.85
16.83
37.25
2.11
3
T2
CJ610-8ATJ
Fleet
45
568
15-m
196.09
7.97
217.01
8.82
34.21
1.39
3
T2
CJ610-8ATJ
Fleet
65
760
15-m
227.71
9.12
251.48
10.07
53.12
2.13
3
T2
CJ610-8ATJ
Fleet
85
999
15-m
254.05
8.61
280.12
9.48
77.72
2.63
3
T2
CJ610-8ATJ
Fleet
85
999
30-m
338.73
22.32
373.90
24.63
103.74
6.83
3
T2
CJ610-8ATJ
Fleet
100
1226
30-m
322.56
18.97
355.91
20.93
121.19
7.13
3
T2
CJ610-8ATJ
Fleet
7
182
30-m
1358.97
869.18
1510.07
965.56
76.17
48.71
3
T2
CJ610-8ATJ
Fleet
7 182
15-m
247.81
163.54
287.58
189.19
14.51
9.54
3
T2
CJ610-8ATJ
Fleet
100
1226
15-m
296.04
13.22
326.05
14.52
111.02
4.95
3
T2
CJ610-8ATJ
Fleet
65
763
15-m
387.32
17.76
426.56
19.54
90.37
4.14
3
T2
CJ610-8ATJ
Fleet
45
568
15-m
382.96
15.69
422.08
17.28
66.54
2.72
3
T2
CJ610-8ATJ
Fleet
30
454
15-m
359.96
24.89
397.18
27.46
50.09
3.46
3
T2
CJ610-8ATJ
Fleet
15
304
15-m
371.78
42.68
410.75
47.16
34.71
3.98
3
T2
CJ610-8ATJ
Fleet
7
182
15-m
3016.62
361.03
3339.21
398.76
168.44
20.12
3
T5
CJ610-8ATJ
Fleet
7
227
15-m
755.83
281.68
828.33
308.70
52.23
19.47
3
T5
CJ610-8ATJ
Fleet
15
303
15-m
438.74
121.99
480.83
133.69
40.51
11.26
3
T5
CJ610-8ATJ
Fleet
30
452
15-m
406.41
36.71
445.40
40.23
55.89
5.05
3
T5
CJ610-8ATJ
Fleet
45
567
15-m
402.52
34.22
441.13
37.50
69.43
5.90
3
T5
CJ610-8ATJ
Fleet
65
763
15-m
427.83
16.30
468.87
17.86
99.34
3.78
3
T5
CJ610-8ATJ
Fleet
85
1009
15-m
520.92
78.33
570.89
85.84
159.97
24.06
3
T5
CJ610-8ATJ
Fleet
100
1226
15-m
565.61
12.97
619.87
14.22
211.07
4.84
3
T5
CJ610-8ATJ
Fleet
7
227
30-m
346.73
131.42
379.99
144.02
23.96
9.08
3
T5
CJ610-8ATJ
Fleet
100
1226
30-m
511.08
45.44
560.11
49.80
190.72
16.96
3
T5
CJ610-8ATJ
Fleet
85
1009
30-m
564.71
44.70
618.88
48.99
173.42
13.73
3
T5
CJ610-8ATJ
Fleet
65
763
30-m
439.64
23.90
481.82
26.19
102.08
5.55
3
T5
CJ610-8ATJ
Fleet
45
567
30-m
386.43
26.19
423.50
28.71
66.65
4.52
3
T5
CJ610-8ATJ
Fleet
30
452
30-m
413.32
23.02
452.97
25.23
56.84
3.17
3
T5
CJ610-8ATJ
Fleet
7
227
30-m
280.88
14.69
307.83
16.10
19.41
1.01
3
T3
AE3007A1E
Fleet
8.4
174
15-m
281.08
182.32
324.90
210.70
15.72
10.19
3
T3
AE3007A1E
Fleet
15
238
15-m
98.58
35.53
116.21
41.85
7.69
2.77
3
T3
AE3007A1E
Fleet
30
389
15-m
71.57
18.10
83.87
21.19
9.07
2.29
3
T3
AE3007A1E
Fleet
45
555
15-m
117.59
20.40
134.58
23.30
20.75
3.59
3
T3
AE3007A1E
Fleet
65
805
15-m
114.07
17.79
131.08
20.40
29.31
4.56
3
T3
AE3007A1E
Fleet
85
1082
15-m
94.13
18.23
108.84
21.06
32.70
6.33
3
T3
AE3007A1E
Fleet
100
1286
15-m
54.69
10.25
65.05
12.12
23.24
4.33
3
T3
AE3007A1E
Fleet
8.4
172
15-m
270.20
169.48
310.40
194.65
14.83
9.30
3
T3
AE3007A1E
Fleet
100
1299
15-m
94.64
17.01
109.23
19.56
39.41
7.06
3
T3
AE3007A1E
Fleet
85
1088
15-m
129.59
25.32
148.45
28.98
44.88
8.76
D-15

-------
Table D-3 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
3
T3
AE3007A1E
Fleet
65
810
15-m
66.87
11.49
79.11
13.53
17.80
3.04
3
T3
AE3007A1E
Fleet
45
563
15-m
108.14
23.39
127.20
27.48
19.88
4.30
3
T3
AE3007A1E
Fleet
30
392
15-m
112.00
24.36
128.93
27.98
14.04
3.05
3
T3
AE3007A1E
Fleet
15
235
15-m
89.58
20.95
104.44
24.37
6.82
1.59
3
T3
AE3007A1E
Fleet
8.4
173
15-m
250.95
150.56
291.96
175.12
14.00
8.40
3
T4
AE3007A1E
Fleet
8.4
168
15-m
414.51
120.34
476.94
138.24
22.22
6.44
3
T4
AE3007A1E
Fleet
15
239
15-m
148.58
41.47
182.38
50.58
12.12
3.36
3
T4
AE3007A1E
Fleet
30
385
15-m
141.14
45.87
167.11
54.20
17.88
5.80
3
T4
AE3007A1E
Fleet
45
547
15-m
2.19
0.87
4.05
1.52
0.62
0.23
3
T4
AE3007A1E
Fleet
65
788
15-m
68.47
14.45
80.94
17.00
17.72
3.72
3
T4
AE3007A1E
Fleet
85
1050
15-m
105.94
17.28
121.98
19.86
35.57
5.79
3
T4
AE3007A1E
Fleet
100
1253
15-m
76.73
9.21
88.23
10.51
30.71
3.66
3
T4
AE3007A1E
Fleet
8.4
168
15-m
353.44
38.43
410.45
43.49
19.11
2.03
3
T4
AE3007A1E
Fleet
100
1252
15-m
184.38
35.06
209.08
39.68
72.69
13.80
3
T4
AE3007A1E
Fleet
85
1041
15-m
109.05
16.57
126.03
19.10
36.46
5.53
3
T4
AE3007A1E
Fleet
8.4
168
15-m
108.83
13.93
135.19
17.01
6.31
0.79
3
T4
AE3007A1E
Fleet
85
1052
15-m
115.86
25.03
134.35
28.76
39.24
8.40
3
T4
AE3007A1E
Fleet
65
786
15-m
108.46
26.27
126.57
30.58
27.64
6.68
3
T4
AE3007A1E
Fleet
45
549
15-m
138.13
48.93
160.54
56.81
24.49
8.67
3
T4
AE3007A1E
Fleet
30
384
15-m
276.43
94.06
322.64
109.52
34.43
11.69
3
T4
AE3007A1E
Fleet
15
231
15-m
48.64
10.03
61.70
12.16
3.96
0.78
3
T4
AE3007A1E
Fleet
8.4
167
15-m
311.27
31.07
363.43
35.85
16.88
1.67
3
T10
AE3007A1/1
Fleet
8.4
179
30-m
206.59
131.39
233.71
148.62
11.61
7.38
3
T10
AE3007A1/1
Fleet
15
233
30-m
166.15
34.10
189.19
38.81
12.22
2.51
3
T10
AE3007A1/1
Fleet
30
372
30-m
92.80
7.83
106.77
8.96
11.03
0.93
3
T10
AE3007A1/1
Fleet
45
524
30-m
98.96
11.49
112.98
13.10
16.44
1.91
3
T10
AE3007A1/1
Fleet
65
750
30-m
109.53
8.23
124.78
9.35
26.00
1.95
3
T10
AE3007A1/1
Fleet
85
971
30-m
112.39
9.87
127.16
11.14
34.29
3.00
3
T10
AE3007A1/1
Fleet
100
1171
30-m
129.10
9.33
145.86
10.49
47.46
3.41
3
T10
AE3007A1/1
Fleet
8.4
177
30-m
123.52
44.10
142.13
50.70
6.97
2.49
3
T10
AE3007A1/1
Fleet
100
1180
30-m
132.49
7.86
149.62
8.82
49.02
2.89
3
T10
AE3007A1/1
Fleet
85
982
30-m
140.69
8.53
159.18
9.60
43.40
2.62
3
T10
AE3007A1/1
Fleet
65
767
30-m
73.81
11.86
84.94
13.63
18.09
2.90
3
T10
AE3007A1/1
Fleet
45
529
30-m
97.83
7.86
111.96
8.93
16.45
1.31
3
T10
AE3007A1/1
Fleet
30
371
30-m
84.63
13.89
97.18
15.89
10.01
1.64
3
T10
AE3007A1/1
Fleet
15
231
30-m
98.68
22.07
113.73
25.39
7.28
1.63
3
T10
AE3007A1/1
Fleet
8.4
178
30-m
126.72
43.19
147.36
50.21
7.27
2.48
3
T6
P&W4158
Fleet
7
610
30-m
338.69
23.66
381.83
26.65
64.65
4.51
3
T6
P&W4158
Fleet
15
1014
30-m
98.32
6.78
114.19
7.74
32.16
2.18
3
T6
P&W4158
Fleet
30
2245
30-m
44.98
2.35
52.58
2.70
32.79
1.68
3
T6
P&W4158
Fleet
45
3726
30-m
69.43
2.29
79.98
2.60
82.77
2.69
3
T6
P&W4158
Fleet
65
5827
30-m
207.80
8.27
231.63
9.15
374.95
14.81
3
T6
P&W4158
Fleet
7
595
30-m
301.19
34.31
340.55
38.77
56.27
6.41
3
T6
P&W4158
Fleet
65
5658
30-m
192.91
5.24
215.24
5.83
338.27
9.16
3
T6
P&W4158
Fleet
80
7026
30-m
255.49
4.80
283.88
5.32
554.04
10.38
3
T6
P&W4158
Fleet
7
368
30-m
131.43
14.42
149.90
16.41
15.30
1.68
3
T6
P&W4158
Fleet
80
7026
30-m
272.49
5.82
302.68
6.45
590.73
12.59
3
T6
P&W4158
Fleet
65
5658
30-m
131.33
4.35
147.40
4.84
231.65
7.61
3
T6
P&W4158
Fleet
45
3834
30-m
61.08
2.54
70.76
2.85
75.35
3.03
3
T6
P&W4158
Fleet
30
2465
30-m
61.87
2.84
72.41
3.27
49.59
2.24
3
T6
P&W4158
Fleet
15
1097
30-m
74.83
5.80
87.93
6.64
26.80
2.03
3
T6
P&W4158
Fleet
7
368
30-m
262.92
22.39
298.32
25.34
30.46
2.59
3
17
P&W4158
Fleet
7
600
30-m
550.38
24.68
616.87
27.59
102.90
4.60
3
17
P&W4158
Fleet
15
1035
30-m
196.14
10.96
224.90
12.50
64.68
3.60
3
17
P&W4158
Fleet
30
2230
30-m
86.23
3.58
100.70
4.10
62.37
2.54
3
17
P&W4158
Fleet
45
3688
30-m
107.38
3.67
122.81
4.14
125.80
4.24
D-16

-------
Table D-3 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
3
17
P&W4158
Fleet
65
5702
30-m
192.90
5.72
215.91
6.36
341.99
10.08
3
T7
P&W4158
Fleet
80
7100
30-m
268.32
5.62
298.59
6.25
588.85
12.32
3
T7
P&W4158
Fleet
7
591
30-m
345.83
14.76
391.11
16.65
64.24
2.74
3
T7
P&W4158
Fleet
80
7200
30-m
277.86
6.05
309.09
6.70
618.17
13.40
3
T7
P&W4158
Fleet
65
5711
30-m
133.38
5.20
150.34
5.80
238.49
9.20
3
T7
P&W4158
Fleet
30
2252
30-m
56.27
3.00
66.67
3.43
41.70
2.15
3
T7
P&W4158
Fleet
7
596
30-m
310.20
20.18
352.50
22.86
58.38
3.79
3
T8
RB211
Fleet
4
566
30-m
92.90
8.21
123.44
10.56
19.40
1.66
3
T8
RB211
Fleet
7
770
30-m
119.72
12.34
154.65
14.82
33.08
3.17
3
T8
RB211
Fleet
15
1191
30-m
19.09
2.74
24.55
3.38
8.12
1.12
3
T8
RB211
Fleet
30
2109
30-m
159.83
6.84
188.78
7.87
110.61
4.61
3
T8
RB211
Fleet
45
3178
30-m
279.58
9.24
322.25
10.55
284.44
9.31
3
T8
RB211
Fleet
65
4750
30-m
635.11
18.18
722.24
20.62
952.87
27.20
3
T8
RB211
Fleet
85
6096
30-m
520.71
18.91
592.38
21.51
1003.16
36.42
3
T8
RB211
Fleet
7
782
30-m
2459.67
408.14
2797.53
464.20
607.76
100.85
3
T8
RB211
Fleet
85
6449
30-m
436.11
16.28
496.81
18.52
889.93
33.17
3
T8
RB211
Fleet
4
552
43-m
1773.71
120.93
2018.62
137.62
309.64
21.11
3
T8
RB211
Fleet
65
4691
43-m
565.82
17.22
645.59
19.58
841.22
25.51
3
T8
RB211
Fleet
45
3436
43-m
386.27
14.26
443.96
16.29
423.70
15.54
3
T8
RB211
Fleet
30
2131
43-m
218.02
12.39
256.49
14.34
151.80
8.49
3
T8
RB211
Fleet
15
1178
43-m
117.05
5.95
146.48
7.36
47.95
2.41
3
T8
RB211
Fleet
7
654
43-m
118.83
13.18
149.31
16.26
27.11
2.95
3
T8
RB211
Fleet
4
437
43-m
282.06
40.19
341.13
48.41
41.42
5.88
3
T9
RB211
Fleet
4
421
30-m
513.88
115.54
567.14
127.51
66.37
14.92
3
T9
RB211
Fleet
7
690
30-m
140.46
15.83
155.75
17.53
29.83
3.36
3
T9
RB211
Fleet
15
1221
30-m
87.26
9.26
97.87
10.37
33.19
3.52
3
T9
RB211
Fleet
30
2004
30-m
121.70
8.63
135.09
9.57
75.20
5.33
3
T9
RB211
Fleet
45
3068
30-m
197.91
8.88
218.30
9.78
186.05
8.33
3
T9
RB211
Fleet
65
4479
30-m
480.02
17.26
527.12
18.94
655.79
23.57
3
T9
RB211
Fleet
85
6233
30-m
470.71
14.70
516.66
16.14
894.52
27.94
3
T9
RB211
Fleet
100
6966
30-m
382.88
12.73
420.38
13.97
813.40
27.03
3
T9
RB211
Fleet
4
494
30-m
559.28
81.29
616.48
89.52
84.59
12.28
3
T9
RB211
Fleet
100
6987
30-m
211.33
14.38
232.50
15.77
451.26
30.61
3
T9
RB211
Fleet
85
6307
30-m
444.40
14.96
487.87
16.43
854.72
28.78
3
T9
RB211
Fleet
65
4551
30-m
646.52
18.51
709.48
20.31
896.95
25.67
3
T9
RB211
Fleet
45
3111
30-m
339.02
18.62
372.99
20.45
322.36
17.67
3
T9
RB211
Fleet
30
2037
30-m
152.57
8.22
169.16
9.09
95.74
5.15
3
T9
RB211
Fleet
15
1173
30-m
124.71
11.10
138.90
12.29
45.28
4.00
3
T9
RB211
Fleet
7
668
30-m
42.96
6.02
49.16
6.87
9.12
1.27
3
T9
RB211
Fleet
4
506
30-m
168.32
25.14
187.64
28.01
26.38
3.94
D-17

-------
Table D-4. PM mass emission indices and rates determined by the QCM
APEX
Test
Enqine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kq fuel)
Emission Rate (mq/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
2
T1
CFM56-7B
Fleet
4
336
30-m
96.76
22.08
108.31
24.72
10.11
2.31
2
T1
CFM56-7B
Fleet
7
418
30-m
84.77
7.45
94.89
8.34
11.01
0.97
2
T1
CFM56-7B
Fleet
30
1180
30-m
74.70
4.78
83.62
5.31
27.42
1.74
2
T1
CFM56-7B
Fleet
40
1544
30-m
87.00
5.25
97.38
5.88
41.75
2.52
2
T1
CFM56-7B
Fleet
65
2497
30-m
69.79
3.28
78.12
3.67
54.18
2.54
2
T1
CFM56-7B
Fleet
85
4131
30-m
52.38
1.97
58.63
2.20
67.29
2.53
2
T1
CFM56-7B
Fleet
7
395
30-m
182.48
21.30
204.26
23.84
22.41
2.62
2
T1
CFM56-7B
Fleet
85
4086
30-m
30.12
1.26
33.71
1.42
38.26
1.61
2
T1
CFM56-7B
Fleet
65
2497
30-m
39.05
1.87
43.71
2.09
30.32
1.45
2
T1
CFM56-7B
Fleet
40
1498
30-m
51.00
8.20
57.09
9.18
23.76
3.82
2
T1
CFM56-7B
Fleet
30
1135
30-m
115.65
7.92
129.45
8.87
40.81
2.80
2
T1
CFM56-7B
Fleet
4
313
30-m
124.26
42.14
139.09
47.17
12.10
4.10
2
T4
CFM56-7B
Fleet
4
336
30-m
271.26
36.46
305.27
41.03
28.49
3.83
2
T4
CFM56-7B
Fleet
7
418
30-m
111.53
10.33
125.52
11.63
14.56
1.35
2
T4
CFM56-7B
Fleet
30
1180
30-m
147.80
8.86
166.33
9.97
54.54
3.27
2
T4
CFM56-7B
Fleet
40
1544
30-m
162.78
8.98
183.20
10.11
78.55
4.33
2
T4
CFM56-7B
Fleet
65
2497
30-m
233.64
9.55
262.94
10.75
182.38
7.45
2
T4
CFM56-7B
Fleet
85
4131
30-m
320.31
11.55
360.47
12.99
413.68
14.91
2
T4
CFM56-7B
Fleet
7
395
30-m
356.20
42.27
400.87
47.57
43.98
5.22
2
T4
CFM56-7B
Fleet
85
4086
30-m
309.43
12.16
348.23
13.68
395.24
15.53
2
T4
CFM56-7B
Fleet
65
2497
30-m
256.73
11.08
288.92
12.46
200.40
8.65
2
T4
CFM56-7B
Fleet
40
1498
30-m
243.65
14.03
274.20
15.79
114.11
6.57
2
T4
CFM56-7B
Fleet
30
1135
30-m
280.25
18.60
315.39
20.93
99.43
6.60
2
T4
CFM56-7B
Fleet
7
381
30-m
403.35
42.31
453.93
47.62
48.09
5.04
2
T4
CFM56-7B
Fleet
4
313
30-m
583.71
93.13
656.90
104.80
57.16
9.12
2
T2
CFM56-3B
Fleet
4
341
30-m
346.47
38.34
384.58
42.56
36.38
4.03
2
T2
CFM56-3B
Fleet
7
422
30-m
135.91
13.84
150.87
15.37
17.69
1.80
2
T2
CFM56-3B
Fleet
30
1099
30-m
98.77
6.61
109.63
7.33
33.46
2.24
2
T2
CFM56-3B
Fleet
65
2193
30-m
141.74
7.18
157.34
7.97
95.84
4.85
2
T2
CFM56-3B
Fleet
85
3528
30-m
367.58
15.24
408.01
16.92
399.80
16.58
2
T2
CFM56-3B
Fleet
7
404
30-m
193.75
16.35
215.06
18.15
24.14
2.04
2
T2
CFM56-3B
Fleet
85
3559
30-m
435.81
21.85
483.75
24.25
478.29
23.98
2
T2
CFM56-3B
Fleet
65
2184
30-m
184.36
8.82
204.64
9.79
124.13
5.94
2
T2
CFM56-3B
Fleet
85
3559
30-m
368.07
14.18
408.56
15.74
403.95
15.57
2
T2
CFM56-3B
Fleet
40
1367
30-m
122.22
6.46
135.67
7.17
51.50
2.72
2
T2
CFM56-3B
Fleet
30
1067
30-m
134.31
8.63
149.09
9.58
44.18
2.84
2
T2
CFM56-3B
Fleet
7
418
30-m
215.82
20.37
239.56
22.61
27.79
2.62
2
T2
CFM56-3B
Fleet
4
345
30-m
364.00
39.28
404.04
43.60
38.73
4.18
2
T3
CFM56-3B
Fleet
4
372
30-m
336.80
36.80
371.94
40.63
38.46
4.20
2
T3
CFM56-3B
Fleet
7
440
30-m
215.34
23.28
237.80
25.71
29.09
3.15
2
T3
CFM56-3B
Fleet
30
1130
30-m
74.69
5.50
82.49
6.07
25.90
1.91
2
T3
CFM56-3B
Fleet
40
1444
30-m
146.21
8.70
161.47
9.61
64.75
3.85
2
T3
CFM56-3B
Fleet
65
2252
30-m
396.56
21.51
437.94
23.75
273.93
14.86
2
T3
CFM56-3B
Fleet
85
3677
30-m
468.02
27.13
516.84
29.96
527.95
30.60
2
T3
CFM56-3B
Fleet
7
418
30-m
508.09
51.72
561.09
57.12
65.10
6.63
2
T3
CFM56-3B
Fleet
85
3650
30-m
44.14
27.59
48.74
30.47
49.42
30.90
2
T3
CFM56-3B
Fleet
40
1412
30-m
176.74
10.22
195.18
11.29
76.55
4.43
2
T3
CFM56-3B
Fleet
30
1108
30-m
193.25
12.97
213.41
14.33
65.67
4.41
2
T3
CFM56-3B
Fleet
7
422
30-m
356.99
39.48
394.24
43.60
46.24
5.11
2
T3
CFM56-3B
Fleet
4
368
30-m
395.67
44.75
436.95
49.42
44.63
5.05
3
T1
CFM56-3B
Fleet
4
300
30-m
575.84
76.18
636.30
84.17
53.05
7.02
3
T1
CFM56-3B
Fleet
7
397
30-m
426.45
48.70
471.23
53.81
51.90
5.93
3
T1
CFM56-3B
Fleet
15
654
30-m
410.74
38.99
453.87
43.08
82.41
7.82
3
T1
CFM56-3B
Fleet
30
1136
30-m
402.00
25.18
444.21
27.83
140.13
8.78
3
T1
CFM56-3B
Fleet
45
1618
30-m
474.84
34.66
524.69
38.30
235.78
17.21
3
T1
CFM56-3B
Fleet
65
2260
30-m
685.76
29.41
757.76
32.50
475.80
20.41
D-18

-------
Table D-4 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
3
T1
CFM56-3B
Fleet
85
2903
30-m
1033.03
41.47
1141.50
45.83
920.55
36.96
3
T1
CFM56-3B
Fleet
100
3385
30-m
916.33
49.43
1012.54
54.62
952.13
51.36
3
T1
CFM56-3B
Fleet
4
300
30-m
1096.63
140.42
1211.78
155.17
101.02
12.94
3
T1
CFM56-3B
Fleet
100
3385
30-m
959.44
38.25
1060.18
42.26
996.93
39.74
3
T1
CFM56-3B
Fleet
85
2903
30-m
409.98
19.92
453.03
22.01
365.34
17.75
3
T1
CFM56-3B
Fleet
65
2260
30-m
128.68
10.94
142.19
12.09
89.28
7.59
3
T1
CFM56-3B
Fleet
45
1618
30-m
174.66
8.95
193.00
9.89
86.73
4.44
3
T1
CFM56-3B
Fleet
30
1136
30-m
261.47
13.26
288.93
14.65
91.15
4.62
3
T1
CFM56-3B
Fleet
15
654
30-m
496.44
42.60
548.56
47.07
99.60
8.55
3
T1
CFM56-3B
Fleet
7
397
30-m
706.48
72.97
780.66
80.63
85.99
00
00
CO
3
T1
CFM56-3B
Fleet
4
300
30-m
664.63
69.71
734.42
77.03
61.23
6.42
3
T11
CFM56-3B
Fleet
4
381
30-m
516.96
48.21
563.80
52.58
59.73
5.57
3
T11
CFM56-3B
Fleet
7
431
30-m
417.16
40.34
454.96
44.00
54.51
5.27
3
T11
CFM56-3B
Fleet
15
622
30-m
305.06
25.69
332.70
28.02
57.48
4.84
3
T11
CFM56-3B
Fleet
30
1090
30-m
356.56
20.43
388.87
22.28
117.70
6.74
3
T11
CFM56-3B
Fleet
45
1530
30-m
368.14
11.82
401.50
12.89
170.63
5.48
3
T11
CFM56-3B
Fleet
65
2179
30-m
522.91
18.02
570.29
19.65
345.21
11.90
3
T11
CFM56-3B
Fleet
85
2815
30-m
923.62
36.61
1007.31
39.93
787.60
31.22
3
T11
CFM56-3B
Fleet
100
3564
30-m
1047.23
44.73
1142.11
48.79
1130.66
48.30
3
T2
CJ610-8ATJ
Fleet
7
182
15-m
682.23
115.18
748.79
126.42
37.77
6.38
3
T2
CJ610-8ATJ
Fleet
15
304
15-m
88.55
11.47
97.19
12.58
8.21
1.06
3
T2
CJ610-8ATJ
Fleet
30
452
15-m
62.31
3.45
68.38
3.79
8.58
0.48
3
T2
CJ610-8ATJ
Fleet
45
568
15-m
61.95
2.55
68.00
2.80
10.72
0.44
3
T2
CJ610-8ATJ
Fleet
65
760
15-m
78.07
3.16
85.69
3.46
18.10
0.73
3
T2
CJ610-8ATJ
Fleet
85
999
15-m
93.64
2.80
102.77
3.07
28.51
0.85
3
T2
CJ610-8ATJ
Fleet
85
999
30-m
104.95
6.75
115.19
7.41
31.96
2.06
3
T2
CJ610-8ATJ
Fleet
100
1226
30-m
102.74
6.01
112.76
6.60
38.40
2.25
3
T2
CJ610-8ATJ
Fleet
7
182
30-m
534.23
338.68
586.35
371.72
29.58
18.75
3
T2
CJ610-8ATJ
Fleet
7 182
15-m
1204.99
759.93
1322.55
834.07
66.72
42.07
3
T2
CJ610-8ATJ
Fleet
100
1226
15-m
107.82
3.20
118.34
3.51
40.29
1.20
3
T2
CJ610-8ATJ
Fleet
65
763
15-m
109.10
4.56
119.74
5.00
25.37
1.06
3
T2
CJ610-8ATJ
Fleet
45
568
15-m
109.05
4.17
119.69
4.58
18.87
0.72
3
T2
CJ610-8ATJ
Fleet
30
454
15-m
105.48
7.28
115.77
8.00
14.60
1.01
3
T2
CJ610-8ATJ
Fleet
15
304
15-m
113.96
13.25
125.08
14.54
10.57
1.23
3
T2
CJ610-8ATJ
Fleet
7
182
15-m
293.59
92.08
322.24
101.06
16.26
5.10
3
T5
CJ610-8ATJ
Fleet
7
227
15-m
393.67
142.80
431.44
156.50
27.20
9.87
3
T5
CJ610-8ATJ
Fleet
15
303
15-m
629.15
174.97
689.51
191.75
58.09
16.15
3
T5
CJ610-8ATJ
Fleet
30
452
15-m
563.09
50.55
617.11
55.40
77.44
6.95
3
T5
CJ610-8ATJ
Fleet
45
567
15-m
579.58
49.11
635.19
53.82
99.97
8.47
3
T5
CJ610-8ATJ
Fleet
65
763
15-m
258.52
21.39
283.32
23.44
60.03
4.97
3
T5
CJ610-8ATJ
Fleet
7
227
30-m
5441.15
3178.32
5963.14
3483.24
376.01
219.64
3
T5
CJ610-8ATJ
Fleet
100
1226
30-m
572.10
52.10
626.98
57.10
213.49
19.44
3
T5
CJ610-8ATJ
Fleet
30
452
30-m
425.60
23.36
466.43
25.60
58.53
3.21
3
T3
AE3007A1E
Fleet
8.4
174
15-m
243.08
157.27
269.63
174.45
13.05
8.44
3
T3
AE3007A1E
Fleet
15
238
15-m
167.41
59.70
185.70
66.22
12.29
4.38
3
T3
AE3007A1E
Fleet
30
389
15-m
142.57
35.25
158.15
39.10
17.11
4.23
3
T3
AE3007A1E
Fleet
45
555
15-m
124.03
20.33
137.57
22.55
21.21
3.48
3
T3
AE3007A1E
Fleet
65
805
15-m
113.51
17.07
125.91
18.94
28.16
4.24
3
T3
AE3007A1E
Fleet
85
1082
15-m
112.70
21.64
125.01
24.00
37.55
7.21
3
T3
AE3007A1E
Fleet
100
1286
15-m
126.81
22.91
140.67
25.41
50.26
9.08
3
T3
AE3007A1E
Fleet
8.4
172
15-m
256.59
160.22
284.62
177.72
13.60
8.49
3
T3
AE3007A1E
Fleet
100
1299
15-m
132.94
23.25
147.46
25.79
53.21
9.30
3
T3
AE3007A1E
Fleet
85
1088
15-m
126.91
24.62
140.77
27.30
42.56
8.25
3
T3
AE3007A1E
Fleet
65
810
15-m
141.28
23.08
156.71
25.60
35.25
5.76
3
T3
AE3007A1E
Fleet
45
563
15-m
154.79
33.09
171.69
36.71
26.83
5.74
3
T3
AE3007A1E
Fleet
30
392
15-m
166.59
34.48
184.78
38.25
20.13
4.17
D-19

-------
Table D-4 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
3
T3
AE3007A1E
Fleet
15
235
15-m
183.44
41.26
203.48
45.77
13.29
2.99
3
T3
AE3007A1E
Fleet
8.4
173
15-m
311.64
186.35
345.68
206.70
16.58
9.91
3
T4
AE3007A1E
Fleet
8.4
168
15-m
312.14
88.31
342.45
96.89
15.95
4.51
3
T4
AE3007A1E
Fleet
15
239
15-m
276.16
72.67
302.98
79.72
20.14
5.30
3
T4
AE3007A1E
Fleet
30
385
15-m
214.61
68.02
235.46
74.63
25.19
7.98
3
T4
AE3007A1E
Fleet
45
547
15-m
141.93
44.75
155.71
49.09
23.67
7.46
3
T4
AE3007A1E
Fleet
65
788
15-m
131.87
26.47
144.68
29.04
31.68
6.36
3
T4
AE3007A1E
Fleet
85
1050
15-m
131.58
20.88
144.36
22.91
42.09
6.68
3
T4
AE3007A1E
Fleet
100
1253
15-m
142.81
13.12
156.68
14.39
54.53
5.01
3
T4
AE3007A1E
Fleet
8.4
168
15-m
324.06
26.96
355.53
29.58
16.55
1.38
3
T4
AE3007A1E
Fleet
100
1252
15-m
151.26
28.20
165.95
30.94
57.70
10.76
3
T4
AE3007A1E
Fleet
85
1041
15-m
135.47
19.93
148.62
21.87
42.99
6.33
3
T4
AE3007A1E
Fleet
8.4
168
15-m
334.73
35.08
367.23
38.48
17.13
1.80
3
T4
AE3007A1E
Fleet
85
1052
15-m
141.12
27.57
154.82
30.25
45.22
8.83
3
T4
AE3007A1E
Fleet
65
786
15-m
138.58
32.51
152.04
35.67
33.20
7.79
3
T4
AE3007A1E
Fleet
45
549
15-m
185.32
64.11
203.32
70.34
31.02
10.73
3
T4
AE3007A1E
Fleet
30
384
15-m
286.01
94.20
313.78
103.35
33.48
11.03
3
T4
AE3007A1E
Fleet
15
231
15-m
385.24
42.44
422.65
46.56
27.13
2.99
3
T4
AE3007A1E
Fleet
8.4
167
15-m
352.81
25.03
387.07
27.46
17.98
1.28
3
T10
AE3007A1/1
Fleet
8.4
179
30-m
369.95
233.73
411.17
259.77
20.42
12.90
3
T10
AE3007A1/1
Fleet
15
233
30-m
282.38
56.70
313.85
63.02
20.28
4.07
3
T10
AE3007A1/1
Fleet
30
372
30-m
271.93
20.34
302.23
22.60
31.23
2.34
3
T10
AE3007A1/1
Fleet
45
524
30-m
286.65
31.26
318.59
34.75
46.35
5.06
3
T10
AE3007A1/1
Fleet
65
750
30-m
302.28
21.16
335.96
23.52
69.99
4.90
3
T10
AE3007A1/1
Fleet
85
971
30-m
326.61
24.71
363.00
27.46
97.88
7.40
3
T10
AE3007A1/1
Fleet
100
1171
30-m
356.75
20.99
396.50
23.33
129.00
7.59
3
T10
AE3007A1/1
Fleet
8.4
177
30-m
450.82
157.87
501.05
175.46
24.57
8.60
3
T10
AE3007A1/1
Fleet
100
1180
30-m
354.53
14.99
394.03
16.66
129.11
5.46
3
T10
AE3007A1/1
Fleet
85
982
30-m
306.41
16.40
340.56
18.22
92.85
4.97
3
T10
AE3007A1/1
Fleet
65
767
30-m
281.90
43.73
313.31
48.61
66.73
10.35
3
T10
AE3007A1/1
Fleet
45
529
30-m
263.01
17.18
292.31
19.10
42.95
2.81
3
T10
AE3007A1/1
Fleet
30
371
30-m
261.58
39.20
290.72
43.57
29.94
4.49
3
T10
AE3007A1/1
Fleet
15
231
30-m
285.70
61.28
317.54
68.11
20.33
4.36
3
T10
AE3007A1/1
Fleet
8.4
178
30-m
440.51
149.47
489.59
166.12
24.16
8.20
3
T6
P&W4158
Fleet
7
610
30-m
502.08
34.48
553.61
38.02
93.73
6.44
3
T6
P&W4158
Fleet
15
1014
30-m
93.78
5.77
103.41
6.36
29.13
1.79
3
T6
P&W4158
Fleet
30
2245
30-m
85.32
2.57
94.08
2.84
58.67
1.77
3
T6
P&W4158
Fleet
45
3726
30-m
118.72
3.24
130.90
3.57
135.47
3.69
3
T6
P&W4158
Fleet
65
5827
30-m
191.77
4.51
211.45
4.98
342.28
8.06
3
T6
P&W4158
Fleet
7
595
30-m
518.77
58.28
572.01
64.26
94.52
10.62
3
T6
P&W4158
Fleet
65
5658
30-m
156.78
4.26
172.87
4.70
271.68
7.39
3
T6
P&W4158
Fleet
80
7026
30-m
2.01
4.79
2.22
5.28
4.33
10.30
3
T6
P&W4158
Fleet
7
368
30-m
585.68
59.38
645.79
65.48
65.93
6.68
3
T6
P&W4158
Fleet
80
7026
30-m
256.45
5.08
282.77
5.60
551.87
10.93
3
T6
P&W4158
Fleet
65
5658
30-m
90.21
2.81
99.46
3.09
156.32
4.86
3
T6
P&W4158
Fleet
45
3834
30-m
79.89
1.99
88.09
2.20
93.81
2.34
3
T6
P&W4158
Fleet
30
2465
30-m
134.82
4.65
148.65
5.13
101.80
3.51
3
T6
P&W4158
Fleet
15
1097
30-m
196.22
10.34
216.35
11.40
65.94
3.47
3
T6
P&W4158
Fleet
7
368
30-m
251.80
20.60
277.64
22.71
28.34
2.32
3
17
P&W4158
Fleet
7
600
30-m
614.53
26.69
677.22
29.41
112.96
4.91
3
17
P&W4158
Fleet
15
1035
30-m
86.89
6.34
95.75
6.99
27.54
2.01
3
17
P&W4158
Fleet
30
2230
30-m
102.96
3.39
113.46
3.74
70.28
2.31
3
17
P&W4158
Fleet
45
3688
30-m
123.28
3.61
135.86
3.98
139.16
4.08
3
17
P&W4158
Fleet
65
5702
30-m
185.96
4.43
204.93
4.88
324.60
7.73
3
17
P&W4158
Fleet
80
7100
30-m
212.67
4.43
234.37
4.88
462.21
9.63
3
17
P&W4158
Fleet
7
591
30-m
467.24
18.57
514.90
20.47
84.58
3.36
D-20

-------
Table D-4 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
Emission Rate (mg/s)
No Loss Corr
Loss Corr
After Loss Corr
%
kg/h
Average
SD
Average
SD
Ave
SD
3
17
P&W4158
Fleet
30
2252
30-m
89.68
3.08
98.82
3.40
61.81
2.13
3
T7
P&W4158
Fleet
7
596
30-m
481.46
30.28
530.57
33.37
87.86
5.53
3
T8
RB211
Fleet
4
566
30-m
90.16
6.77
101.81
7.65
16.00
1.20
3
T8
RB211
Fleet
7
770
30-m
98.34
7.56
111.05
8.53
23.75
1.83
3
T8
RB211
Fleet
15
1191
30-m
25.06
23.67
28.30
26.73
9.36
8.84
3
T8
RB211
Fleet
30
2109
30-m
268.62
7.92
303.33
8.94
177.72
5.24
3
T8
RB211
Fleet
45
3178
30-m
401.70
9.77
453.60
11.03
400.39
9.74
3
T8
RB211
Fleet
65
4750
30-m
87.41
16.28
98.70
18.39
130.22
24.26
3
T8
RB211
Fleet
45
3436
43-m
62.54
5.81
70.62
6.56
67.40
6.26
3
T9
RB211
Fleet
4
421
30-m
962.47
216.06
1054.25
236.66
123.38
27.70
3
T9
RB211
Fleet
15
1221
30-m
51.78
6.65
56.72
7.29
19.23
2.47
3
T9
RB211
Fleet
30
2004
30-m
192.39
12.32
210.73
13.50
117.31
7.51
3
T9
RB211
Fleet
45
3068
30-m
342.54
12.64
375.20
13.84
319.78
11.80
D-21

-------
This page intentionally left blank.

-------
Appendix E
Tables for Section 9
PM Number Emissions
Table E-1. Particle number emission indices and rates determined by the nano-SMPS
Table E-2. Particle number emission indices and rates determined by the EEPS
Table E-3. Particle number emission indices and rates determined by the ELPI

-------
This page intentionally left blank.

-------
Table E-1. Particle number emission Indices and rates determined by the nano-SMPS
APEX
Test
Aircraft
Engine
Fuel
Power
Fuel
Flow
Rack
Run
Time
Concentration (#/cm3)
Emission Index (#/kg fuel)
No Loss Corr
Loss Corr
No Loss Corr
Loss Corr
%
kg/h
min
Average
SD
Average
SD
Average
SD
Average
SD
1
EPA1
DC8
CFM56-2C
Base
7
424
30-m
13.5
2.48E+06
4.40E+05
3.91E+06
7.01E+05
7.48E+15
1.56E+15
1.18E+16
2.47E+15
1
EPA1
DC8
CFM56-2C
Base
30
1012
30-m
3.2
4.88E+05

7.86E+05

1.56E+15
2.89E+14
2.52E+15
4.65E+14
1
EPA1
DC8
CFM56-2C
Base
7
436
30-m
21.3
2.17E+06
5.89E+05
3.46E+06
9.11E+05
6.75E+15
2.14E+15
1.08E+16
3.34E+15
1
EPA1
DC8
CFM56-2C
Base
7
442
30-m
12.9
1.78E+06
2.29E+05
2.88E+06
3.84E+05
5.47E+15
1.20E+15
8.85E+15
1.96E+15
1
EPA1
DC8
CFM56-2C
Base
85
2974
30-m
3.0
4.67E+05

6.68E+05

7.96E+14
4.19E+13
1.14E+15
5.99E+13
1
EPA1
DC8
CFM56-2C
Base
30
991
30-m
7.0
1.19E+06
2.51E+05
2.04E+06
3.99E+05
3.46E+15
7.62E+14
5.95E+15
1.22E+15
1
EPA1
DC8
CFM56-2C
Base
7
431
30-m
52.4
1.72E+06
2.47E+05
2.81E+06
3.65E+05
5.88E+15
1.29E+15
9.60E+15
2.02E+15
1
EPA1
DC8
CFM56-2C
Base
30
963
30-m
3.1
9.88E+05

1.75E+06

2.76E+15
1.68E+14
4.91E+15
2.99E+14
1
EPA1
DC8
CFM56-2C
Base
7
440
30-m
7.1
2.30E+06
4.55E+04
3.72E+06
7.13E+04
6.53E+15
3.52E+14
1.05E+16
5.67E+14
1
EPA 2
DC8
CFM56-2C
Base
7
436
30-m
17.2
2.58E+06
1.72E+06
3.94E+06
2.62E+06
8.75E+15
5.88E+15
1.33E+16
8.95E+15
1
EPA 2
DC8
CFM56-2C
Base
30
1017
30-m
3.9
2.88E+06

4.64E+06

7.91E+15
5.97E+14
1.28E+16
9.63E+14
1
EPA 2
DC8
CFM56-2C
Base
7
409
30-m
26.7
3.76E+06
6.97E+04
5.77E+06
1.01E+05
1.33E+16
1.30E+15
2.05E+16
1.98E+15
1
EPA 2
DC8
CFM56-2C
Base
30
1022
30-m
4.2
2.98E+06

4.87E+06

9.08E+15
9.93E+14
1.48E+16
1.62E+15
1
EPA 2
DC8
CFM56-2C
Base
7
418
30-m
26.1
3.53E+06
1.83E+05
5.48E+06
2.70E+05
1.43E+16
1.42E+15
2.22E+16
2.17E+15
1
EPA 2
DC8
CFM56-2C
Base
30
1017
30-m
4.0
3.05E+06

4.99E+06

1.03E+16
5.38E+14
1.68E+16
8.80E+14
1
EPA 2
DC8
CFM56-2C
Base
7
413
30-m
26.5
2.97E+06
1.31E+05
4.70E+06
1.89E+05
1.17E+16
1.83E+15
1.85E+16
2.87E+15
1
EPA 2
DC8
CFM56-2C
Base
30
1038
30-m
4.2
2.61 E+06

4.34E+06

8.02E+15
1.89E+15
1.33E+16
3.14E+15
1
EPA 2
DC8
CFM56-2C
Base
7
449
30-m
13.5
2.62E+06
1.95E+05
4.23E+06
2.98E+05
1.22E+16
1.56E+15
1.96E+16
2.47E+15
1
NASA1
DC8
CFM56-2C
Base
4
354
30-m
3.8
3.67E+06
1.17E+05
5.50E+06
1.28E+05
8.35E+15
5.67E+14
1.25E+16
8.04E+14
1
NASA1
DC8
CFM56-2C
Base
85
2406
30-m
2.4
5.79E+05

9.05E+05

9.76E+14
4.82E+13
1.53E+15
7.53E+13
1
NASA1
DC8
CFM56-2C
Base
65
1998
30-m
2.9
6.86E+05

1.18E+06

1.32E+15
9.69E+13
2.26E+15
1.66E+14
1
NASA1
DC8
CFM56-2C
Base
40
1187
30-m
3.2
1.22E+06

2.11 E+06

3.31E+15
2.79E+14
5.71E+15
4.83E+14
1
NASA1
DC8
CFM56-2C
Base
4
341
30-m
4.7
3.90E+06

5.86E+06

1.37E+16
5.69E+15
2.05E+16
8.53E+15
1
NASA1
DC8
CFM56-2C
Base
15
527
30-m
2.7
2.63E+06

4.27E+06

9.20E+15
1.13E+15
1.49E+16
1.83E+15
1
NASA1
DC8
CFM56-2C
Base
7
427
30-m
3.3
2.66E+06

4.29E+06

1.23E+16
2.20E+15
1.98E+16
3.54E+15
1
NASA1
DC8
CFM56-2C
Base
4
354
30-m
3.7
2.57E+06

3.99E+06

7.40E+15
8.76E+14
1.15E+16
1.36E+15
1
NASA1
DC8
CFM56-2C
Base
4
354
30-m
4.7
3.77E+06
1.09E+05
5.73E+06
1.95E+05
1.11 E+16
1.19E+15
1.69E+16
1.84E+15
1
NASA1
DC8
CFM56-2C
Base
5.5
388
30-m
2.9
3.40E+06

5.37E+06

1.31E+16
3.05E+15
2.07E+16
4.81E+15
1
NASA1
DC8
CFM56-2C
Base
7
436
30-m
2.8
2.92E+06

4.62E+06

1.14E+16
1.79E+15
1.81E+16
2.84E+15
1
NASA1
DC8
CFM56-2C
Base
30
1067
30-m
2.8
1.84E+06

3.06E+06

5.18E+15
2.59E+14
8.61E+15
4.30E+14
1
NASA1
DC8
CFM56-2C
Base
4
345
30-m
8.8
3.76E+06
2.36E+05
5.77E+06
3.71E+05
1.13E+16
1.36E+15
1.73E+16
2.09E+15
1
NASA1
DC8
CFM56-2C
Base
40
1317
30-m
15.6
1.31 E+06
3.35E+05
2.26E+06
5.30E+05
3.19E+15
8.37E+14
5.51E+15
1.33E+15
1
NASA1
DC8
CFM56-2C
Base
30
1017
30-m
3.0
1.39E+06

2.40E+06

4.09E+15
3.73E+14
7.03E+15
6.41E+14
1
NASA1
DC8
CFM56-2C
Base
15
545
30-m
3.0
2.92E+06

4.75E+06

8.58E+15
2.94E+14
1.40E+16
4.78E+14
1
NASA1
DC8
CFM56-2C
Base
7
409
30-m
3.6
3.21 E+06

5.10E+06

9.24E+15
5.15E+14
1.47E+16
8.18E+14
1
NASA1
DC8
CFM56-2C
Base
5.5
379
30-m
4.3
3.34E+06
6.16E+05
5.22E+06
9.45E+05
1.13E+16
2.88E+15
1.76E+16
4.46E+15
1
NASA1
DC8
CFM56-2C
Base
4
359
30-m
6.1
2.32E+06
6.50E+05
3.66E+06
1.06E+06
1.48E+16
9.83E+15
2.33E+16
1.56E+16
1
NASA1
DC8
CFM56-2C
Base
5.5
400
30-m
3.3
3.01 E+06

4.73E+06

1.23E+16
3.55E+15
1.92E+16
5.57E+15
1
NASA1
DC8
CFM56-2C
Base
7
436
30-m
3.0
2.57E+06

4.15E+06

1.03E+16
2.27E+15
1.66E+16
3.67E+15
1
NASA1
DC8
CFM56-2C
Base
15
595
30-m
3.1
2.10E+06

3.44E+06

6.25E+15
3.08E+14
1.02E+16
5.04E+14
1
NASAIa
DC8
CFM56-2C
Base
4
350
30-m
4.9
3.91 E+06

5.76E+06

1.30E+16
2.09E+15
1.92E+16
3.09E+15
1
NASAIa
DC8
CFM56-2C
Base
85
2928
30-m
2.9
2.87E+06

4.59E+06

4.63E+15
2.51E+14
7.41E+15
4.01E+14
1
NASAIa
DC8
CFM56-2C
Base
65
2107
30-m
4.0
3.43E+06

5.56E+06

6.47E+15
2.93E+14
1.05E+16
4.76E+14
1
NASAIa
DC8
CFM56-2C
Base
4
327
30-m
8.8
5.34E+06
3.53E+05
7.99E+06
4.93E+05
1.92E+16
4.14E+15
2.87E+16
6.15E+15
1
NASAIa
DC8
CFM56-2C
Base
65
2070
30-m
4.2
3.62E+06

5.85E+06

6.84E+15
1.75E+14
1.11 E+16
2.83E+14
1
NASAIa
DC8
CFM56-2C
Base
60
1902
30-m
3.9
3.64E+06

5.88E+06

7.58E+15
3.19E+14
1.23E+16
5.16E+14
1
NASAIa
DC8
CFM56-2C
Base
4
336
30-m
10.7
4.51 E+06
4.39E+05
6.78E+06
6.32E+05
1.79E+16
3.45E+15
2.69E+16
5.12E+15
1
NASAIa
DC8
CFM56-2C
Base
85
2946
30-m
3.8
2.60E+06

4.19E+06

4.11E+15
1.01E+14
6.63E+15
1.63E+14
1
NASAIa
DC8
CFM56-2C
Base
4
336
30-m
8.4
4.35E+06
7.22E+04
6.54E+06
1.01E+05
1.90E+16
3.86E+15
2.85E+16
5.80E+15
1
NASAIa
DC8
CFM56-2C
Base
4
336
30-m
7.5
4.22E+06
3.38E+05
6.32E+06
4.75E+05
1.40E+16
2.39E+15
2.10E+16
3.53E+15
1
NASAIa
DC8
CFM56-2C
Base
85
2838
30-m
3.0
2.35E+06

3.80E+06

3.92E+15
2.21E+14
6.34E+15
3.58E+14
1
NASAIa
DC8
CFM56-2C
Base
70
2252
30-m
3.4
2.86E+06

4.67E+06

5.64E+15
1.70E+14
9.21E+15
2.77E+14
1
NASAIa
DC8
CFM56-2C
Base
60
1941
30-m
3.9
3.27E+06

5.33E+06

7.25E+15
9.64E+14
1.18E+16
1.57E+15
1
NASAIa
DC8
CFM56-2C
Base
4
331
30-m
4.2
4.46E+06

6.76E+06

1.85E+16
4.09E+15
2.80E+16
6.19E+15
1
EPA 3
DC8
CFM56-2C
Hi-S
7
445
30-m
17.1
4.08E+06
2.51E+05
6.36E+06
3.78E+05
2.30E+16
6.82E+15
3.58E+16
1.06E+16
1
EPA 3
DC8
CFM56-2C
Hi-S
76
2424
30-m
4.2
4.85E+06

7.67E+06

1.06E+16
1.56E+15
1.68E+16
2.46E+15
1
EPA 3
DC8
CFM56-2C
Hi-S
30
958
30-m
4.1
7.19E+06

1.11E+07

3.04E+16
2.33E+15
4.72E+16
3.61E+15
1
EPA 3
DC8
CFM56-2C
Hi-S
7
418
30-m
26.3
2.63E+06
8.46E+05
4.20E+06
1.28E+06
3.01E+16
1.85E+16
4.79E+16
2.90E+16
1
EPA 3
DC8
CFM56-2C
Hi-S
85
2838
30-m
2.3
3.22E+06

5.14E+06

5.00E+15
4.87E+14
7.99E+15
7.76E+14
1
EPA 3
DC8
CFM56-2C
Hi-S
7
454
30-m
26.1
2.31 E+06
5.56E+05
3.75E+06
8.68E+05
2.69E+16
1.42E+16
4.36E+16
2.29E+16
1
EPA 3
DC8
CFM56-2C
Hi-S
30
944
30-m
4.1
4.95E+06

7.84E+06

2.64E+16
8.79E+15
4.18E+16
1.39E+16
1
EPA 3
DC8
CFM56-2C
Hi-S
7
445
30-m
26.0
2.00E+06
5.12E+05
3.29E+06
7.95E+05
2.16E+16
1.05E+16
3.55E+16
1.70E+16
1
EPA 3
DC8
CFM56-2C
Hi-S
7
427
30-m
9.3
2.74E+06
3.51E+05
4.38E+06
5.88E+05
3.59E+16
1.87E+16
5.73E+16
2.99E+16
1
NASA 2
DC8
CFM56-2C
Hi-S
4
345
30-m
3.3
4.98E+06

7.49E+06

1.48E+16
9.42E+14
2.22E+16
1.42E+15
1
NASA 2
DC8
CFM56-2C
Hi-S
85
2715
30-m
3.1
8.99E+05

1.45E+06

1.37E+15
4.56E+13
2.21E+15
7.35E+13
1
NASA 2
DC8
CFM56-2C
Hi-S
65
2072
30-m
4.1
2.82E+06

4.57E+06

5.19E+15
2.12E+14
8.42E+15
3.43E+14
1
NASA 2
DC8
CFM56-2C
Hi-S
40
1245
30-m
4.1
4.96E+06

7.67E+06

1.16E+16
6.41E+14
1.80E+16
9.92E+14
1
NASA 2
DC8
CFM56-2C
Hi-S
30
950
30-m
4.0
5.01 E+06

7.76E+06

1.32E+16
8.49E+14
2.04E+16
1.31E+15
1
NASA 2
DC8
CFM56-2C
Hi-S
4
350
30-m
8.8
5.43E+06
2.35E+05
8.20E+06
3.25E+05
1.71 E+16
1.64E+15
2.59E+16
2.43E+15
1
NASA 2
DC8
CFM56-2C
Hi-S
65
2053
30-m
4.1
2.46E+06

4.18E+06

4.55E+15
8.29E+13
7.72E+15
1.41E+14
E-1

-------
Table E-1 (continued)
APEX
Test
Aircraft
Engine
Fuel
Power
Fuel
Flow
Rack
Run
Time
Concentration (#/cm3)
Emission Index (#/kg fuel)
No Loss Corr
Loss Corr
No Loss Corr
Loss Corr
%
kg/h
min
Average
SD
Average
SD
Average
SD
Average
SD
1
NASA 2
DC8
CFM56-2C
H
-S
40
1238
30-m
4.0
5.05E+06

8.04E+06

1.24E+16
8.67E+14
1.97E+16
1.38E+15
1
NASA 2
DC8
CFM56-2C
H
-S
30
954
30-m
4.2
6.55E+06

1.02E+07

1.87E+16
2.03E+15
2.89E+16
3.14E+15
1
NASA 2
DC8
CFM56-2C
H
-S
7
413
30-m
3.8
4.93E+06

7.66E+06

2.60E+16
3.68E+15
4.04E+16
5.71E+15
1
NASA 2
DC8
CFM56-2C
H
-S
4
341
30-m
7.9
5.43E+06
8.80E+05
8.26E+06
1.24E+06
1.92E+16
3.95E+15
2.93E+16
5.74E+15
1
NASA 2
DC8
CFM56-2C
H
-S
85
2791
30-m
4.0
9.95E+05

1.64E+06

1.61E+15
6.27E+13
2.64E+15
1.03E+14
1
NASA 2
DC8
CFM56-2C
H
-S
65
2013
30-m
3.4
2.12E+06

3.62 E+06

4.11E+15
1.50E+14
7.02E+15
2.57E+14
1
NASA 2
DC8
CFM56-2C
H
-S
60
1855
30-m
3.5
2.80E+06

4.69E+06

5.61E+15
1.37E+14
9.41E+15
2.29E+14
1
NASA 2
DC8
CFM56-2C
H
-S
15
543
30-m
3.5
5.95E+06

9.37E+06

3.31E+16
9.98E+15
5.21E+16
1.57E+16
1
NASA 2
DC8
CFM56-2C
H
-S
7
424
30-m
3.6
5.09E+06

8.04E+06

4.98E+16
1.84E+16
7.86E+16
2.91E+16
1
NASA 2
DC8
CFM56-2C
H
-S
5.5
381
30-m
3.8
1.98E+06

3.23E+06

1.38E+16
2.27E+15
2.25E+16
3.69E+15
1
NASA 3
DC8
CFM56-2C
H
-S
4
353
30-m
4.4
5.18E+06

7.66E+06

1.82E+16
2.02E+15
2.70E+16
2.98E+15
1
NASA 3
DC8
CFM56-2C
H
-S
85
2785
30-m
3.3
4.57E+06

6.79E+06

7.09E+15
2.41E+14
1.05E+16
3.57E+14
1
NASA 3
DC8
CFM56-2C
H
-S
40
1241
30-m
20.0
7.78E+06
4.51 E+04
1.17E+07
6.39E+04
1.90E+16
5.71E+14
2.87E+16
8.59E+14
1
NASA 3
DC8
CFM56-2C
H
-S
30
976
30-m
4.0
7.86E+06

1.19E+07

2.15E+16
2.84E+15
3.26E+16
4.31E+15
1
NASA 3
DC8
CFM56-2C
H
-S
7
402
30-m
3.7
6.48E+06

9.86E+06

2.48E+16
2.22E+15
3.77E+16
3.38E+15
1
NASA 3
DC8
CFM56-2C
H
-S
4
341
30-m
8.0
5.69E+06
2.65E+05
8.60E+06
3.81 E+05
2.43E+16
2.47E+15
3.67E+16
3.70E+15
1
NASA 3
DC8
CFM56-2C
H
-S
85
2763
30-m
3.2
5.67E+06

8.69E+06

8.84E+15
3.33E+14
1.35E+16
5.10E+14
1
NASA 3
DC8
CFM56-2C
H
-S
65
2047
30-m
3.3
7.16E+06

1.08E+07

1.33E+16
8.00E+14
2.01E+16
1.21E+15
1
NASA 3
DC8
CFM56-2C
H
-S
40
1251
30-m
20.1
7.97E+06
7.21E+04
1.21E+07
1.09E+05
1.95E+16
8.14E+14
2.95E+16
1.23E+15
1
NASA 3
DC8
CFM56-2C
H
-S
30
998
30-m
3.8
8.08E+06

1.23E+07

2.29E+16
6.42E+14
3.48E+16
9.74E+14
1
NASA 3
DC8
CFM56-2C
H
-S
7
405
30-m
4.1
6.08E+06

9.23E+06

2.25E+16
1.30E+15
3.42E+16
1.98E+15
1
NASA 3
DC8
CFM56-2C
H
-S
4
348
30-m
7.8
5.05E+06
2.36E+05
7.63E+06
3.20E+05
1.86E+16
1.63E+15
2.81E+16
2.40E+15
1
NASA 3
DC8
CFM56-2C
H
-S
65
2060
30-m
3.5
6.86E+06

1.04E+07

1.32E+16
2.08E+14
2.02E+16
3.17E+14
1
NASA 3
DC8
CFM56-2C
H
-S
60
1846
30-m
3.2
7.08E+06

1.08E+07

1.39E+16
5.38E+14
2.12E+16
8.18E+14
1
NASA 3
DC8
CFM56-2C
H
-S
30
985
30-m
3.2
7.94E+06

1.21E+07

2.11E+16
5.33E+14
3.20E+16
8.11 E+14
1
NASA 3
DC8
CFM56-2C
H
-S
15
538
30-m
3.4
7.06E+06

1.09E+07

2.44E+16
2.09E+15
3.76E+16
3.21E+15
1
NASA 4
DC8
CFM56-2C
H
-Arom
4
342
30-m
3.3
3.64E+06

5.74E+06

1.82E+16
3.11E+15
2.86E+16
4.90E+15
1
NASA 4
DC8
CFM56-2C
H
-Arom
85
2697
30-m
2.7
2.31E+06

3.90E+06

3.78E+15
9.91E+13
6.37E+15
1.67E+14
1
NASA 4
DC8
CFM56-2C
H
-Arom
65
2029
30-m
3.4
3.17E+06

5.38E+06

6.46E+15
5.11E+14
1.10E+16
8.66E+14
1
NASA 4
DC8
CFM56-2C
H
-Arom
7
397
30-m
4.2
3.82E+06

6.22E+06

1.88E+16
3.23E+15
3.06E+16
5.26E+15
1
NASA 4
DC8
CFM56-2C
H
-Arom
4
347
30-m
9.4
2.20E+06
5.17E+05
3.64E+06
7.89E+05
1.12E+16
4.16E+15
1.86E+16
6.68E+15
1
NASA 4
DC8
CFM56-2C
H
-Arom
85
2706
30-m
3.1
2.59E+06

4.31 E+06

4.33E+15
1.77E+14
7.20E+15
2.94E+14
1
NASA 4
DC8
CFM56-2C
H
-Arom
40
1185
30-m
4.3
4.23E+06

7.00E+06

1.23E+16
7.78E+14
2.04E+16
1.29E+15
1
NASA 4
DC8
CFM56-2C
H
-Arom
30
962
30-m
3.6
4.18E+06

6.93E+06

1.23E+16
3.94E+14
2.04E+16
6.54E+14
1
NASA 4
DC8
CFM56-2C
H
-Arom
7
395
30-m
4.2
3.57E+06

5.92E+06

1.67E+16
2.93E+15
2.76E+16
4.86E+15
1
NASA 4
DC8
CFM56-2C
H
-Arom
4
341
30-m
7.8
3.38E+06
7.66E+05
5.44E+06
1.13E+06
1.87E+16
9.09E+15
3.01E+16
1.44E+16
1
NASA 4
DC8
CFM56-2C
H
-Arom
4

30-m
8.0
2.44E+06
1.79E+06
3.97E+06
2.80E+06
1.12E+16
9.10E+15
1.82E+16
1.43E+16
1
NASA 4
DC8
CFM56-2C
H
-Arom
85
2701
30-m
4.2
2.25E+06

3.82E+06

4.04E+15
2.92E+14
6.85E+15
4.96E+14
1
NASA 4
DC8
CFM56-2C
H
-Arom
70
2157
30-m
3.6
3.83E+06

6.41 E+06

7.59E+15
5.40E+14
1.27E+16
9.02E+14
1
NASA 4
DC8
CFM56-2C
H
-Arom
65
1998
30-m
3.4
3.17E+06

5.36E+06

6.55E+15
2.03E+14
1.11E+16
3.44E+14
1
NASA 4
DC8
CFM56-2C
H
-Arom
60
1850
30-m
3.6
3.54E+06

5.95E+06

7.70E+15
1.55E+14
1.29E+16
2.61E+14
1
NASA 4
DC8
CFM56-2C
H
-Arom
40
1226
30-m
3.7
3.87E+06

6.51 E+06

1.00E+16
3.94E+14
1.69E+16
6.63E+14
1
NASA 4
DC8
CFM56-2C
H
-Arom
30
962
30-m
3.5
4.14E+06

6.91 E+06

1.23E+16
5.80E+14
2.06E+16
9.68E+14
1
NASA 4
DC8
CFM56-2C
H
-Arom
7
404
30-m
3.4
4.05E+06

6.65E+06

1.77E+16
2.64E+15
2.91 E+16
4.33E+15
1
NASA 4
DC8
CFM56-2C
H
-Arom
5.5
381
30-m
3.3
2.58E+06

4.31 E+06

1.70E+16
7.97E+15
2.84E+16
1.33E+16
1
NASA 4
DC8
CFM56-2C
H
-Arom
4
347
30-m
9.2
5.86E+06
4.92E+06
1.09E+07
1.03E+07
3.76E+16
3.58E+16
6.98E+16
7.33E+16
1
NASA 4
DC8
CFM56-2C
H
-Arom
85
2697
30-m
3.2
2.22E+06

3.76E+06

4.00E+15
1.02E+14
6.78E+15
1.74E+14
1
NASA 4
DC8
CFM56-2C
H
-Arom
65
2029
30-m
3.1
2.83E+06

4.85E+06

6.04E+15
2.79E+14
1.03E+16
4.77E+14
1
NASA 4
DC8
CFM56-2C
H
-Arom
40
1244
30-m
3.4
3.82E+06

6.43E+06

1.04E+16
3.54E+14
1.76E+16
5.97E+14
1
NASA 4
DC8
CFM56-2C
H
-Arom
7
409
30-m
4.2
2.46E+06

4.18E+06

1.15E+16
1.52E+15
1.96E+16
2.57E+15
1
NASA 5
DC8
CFM56-2C
H
-Arom
4
354
30-m
6.1
3.47E+06
4.61 E+05
5.19E+06
6.99E+05
2.06E+16
6.58E+15
3.07E+16
9.84E+15
1
NASA 5
DC8
CFM56-2C
H
-Arom
65
2191
30-m
3.5
5.20E+06

8.51 E+06

9.94E+15
2.85E+14
1.62E+16
4.66E+14
1
NASA 5
DC8
CFM56-2C
H
-Arom
7
413
30-m
3.4
4.37E+06

6.92E+06

3.24E+16
1.03E+16
5.14E+16
1.63E+16
1
NASA 5
DC8
CFM56-2C
H
-Arom
4
341
30-m
8.7
4.55E+06
3.14E+05
6.87E+06
4.15E+05
2.52E+16
9.78E+15
3.81E+16
1.47E+16
1
NASA 5
DC8
CFM56-2C
H
-Arom
85
2869
30-m
3.0
3.76E+06

6.11 E+06

5.84E+15
5.35E+13
9.51E+15
8.71E+13
1
NASA 5
DC8
CFM56-2C
H
-Arom
65
2134
30-m
3.8
5.09E+06

8.29E+06

9.64E+15
9.66E+14
1.57E+16
1.57E+15
1
NASA 5
DC8
CFM56-2C
H
-Arom
40
1280
30-m
4.9
5.44E+06

8.85E+06

1.55E+16
6.82E+14
2.53E+16
1.11E+15
1
NASA 5
DC8
CFM56-2C
H
-Arom
7
404
30-m
4.1
4.92E+06

7.52E+06

1.69E+16
5.72E+14
2.59E+16
8.74E+14
1
NASA 5
DC8
CFM56-2C
H
-Arom
4
338
30-m
8.5
5.94E+06

8.74E+06

1.85E+16
1.06E+15
2.72E+16
1.55E+15
1
NASA 5
DC8
CFM56-2C
H
-Arom
85
2933
30-m
4.2
2.87E+06

4.64E+06

4.60E+15
1.64E+14
7.42E+15
2.64E+14
1
NASA 5
DC8
CFM56-2C
H
-Arom
65
2088
30-m
3.6
3.80E+06

6.13E+06

7.52E+15
3.88E+14
1.21E+16
6.25E+14
1
NASA 5
DC8
CFM56-2C
H
-Arom
60
1930
30-m
4.6
4.31 E+06

6.92E+06

8.85E+15
2.25E+14
1.42E+16
3.62E+14
1
NASA 5
DC8
CFM56-2C
H
-Arom
40
1271
30-m
3.9
4.47E+06

7.15E+06

1.17E+16
3.83E+14
1.87E+16
6.13E+14
1
NASA 5
DC8
CFM56-2C
H
-Arom
30
999
30-m
3.7
4.17E+06

6.74E+06

1.22E+16
7.48E+14
1.98E+16
1.21E+15
1
NASA 5
DC8
CFM56-2C
H
-Arom
7
413
30-m
4.1
4.70E+06

7.23E+06

1.56E+16
6.86E+14
2.40E+16
1.06E+15
1
NASA 5
DC8
CFM56-2C
H
-Arom
4
345
30-m
11.7
5.41 E+06
1.51 E+05
8.03E+06
2.19E+05
1.75E+16
1.22E+15
2.60E+16
1.80E+15
1
NASA 5
DC8
CFM56-2C
H
-Arom
65
2111
30-m
4.3
3.71 E+06

5.97E+06

6.96E+15
1.66E+14
1.12E+16
2.67E+14
1
NASA 5
DC8
CFM56-2C
H
-Arom
40
1362
30-m
3.4
4.14E+06

6.65E+06

9.92E+15
5.10E+14
1.59E+16
8.20E+14
1
NASA 5
DC8
CFM56-2C
H
-Arom
30
1003
30-m
3.5
4.24E+06

6.84E+06

1.21E+16
2.02E+14
1.95E+16
3.26E+14
1
NASA 5
DC8
CFM56-2C
H
-Arom
7
409
30-m
4.4
3.67E+06

5.78E+06

1.51E+16
2.97E+15
2.38E+16
4.69E+15
E-2

-------
Table E-1 (continued)
APEX
Test
Aircraft
Engine
Fuel
Power
Fuel
Flow
Rack
Run
Time
Concentration (#/cm3)
Emission Index (#/kg fuel)
No Loss Corr
Loss Corr
No Loss Corr
Loss Corr
%
kg/h
min
Average
SD
Average
SD
Average
SD
Average
SD
1
NASA 5
DC8
CFM56-2C
Hi-Arom
4
345
30-m
4.5
5.26E+06

7.84E+06

1.96E+16
2.37E+15
2.91E+16
3.53E+15
2
T1
B737-700
CFM56-7B
Fleet
4
336
30-m
10.2
2.67E+06
5.67E+04
3.09E+06
7.32E+04
1.49E+16
2.02E+15
1.73E+16
2.35E+15
2
T1
B737-700
CFM56-7B
Fleet
7
418
30-m
10.0
2.19E+06
9.39E+04
2.63E+06
1.16E+05
1.08E+16
9.83E+14
1.29E+16
1.19E+15
2
T1
B737-700
CFM56-7B
Fleet
30
1180
30-m
9.4
2.04E+06
7.83E+04
2.52E+06
9.05E+04
6.79E+15
4.79E+14
8.38E+15
5.80E+14
2
T1
B737-700
CFM56-7B
Fleet
40
1544
30-m
10.1
2.11E+06
5.49E+04
2.59E+06
4.11E+04
5.81E+15
3.46E+14
7.13E+15
3.98E+14
2
T1
B737-700
CFM56-7B
Fleet
65
2497
30-m
10.0
1.21E+06
4.63E+05
1.57E+06
6.07E+05
2.43E+15
9.37E+14
3.17E+15
1.23E+15
2
T1
B737-700
CFM56-7B
Fleet
85
4131
30-m
1.8
4.73E+05

6.18E+05

7.31E+14
2.58E+13
9.56E+14
3.38E+13
2
T1
B737-700
CFM56-7B
Fleet
7
395
30-m
10.1
1.16E+06
2.04E+05
1.38E+06
2.21E+05
6.63E+15
1.39E+15
7.88E+15
1.55E+15
2
T1
B737-700
CFM56-7B
Fleet
65
2497
30-m
10.0
1.22E+06
1.53E+05
1.50E+06
1.89E+05
2.48E+15
3.27E+14
3.03E+15
4.03E+14
2
T1
B737-700
CFM56-7B
Fleet
40
1498
30-m
10.0
1.38E+06
1.08E+05
1.65E+06
1.30E+05
3.92E+15
3.77E+14
4.70E+15
4.55E+14
2
T1
B737-700
CFM56-7B
Fleet
30
1135
30-m
10.5
1.81E+06
5.28E+05
2.16E+06
6.31E+05
6.08E+15
1.82E+15
7.27E+15
2.18E+15
2
T1
B737-700
CFM56-7B
Fleet
4
313
30-m
11.9
1.94E+06
1.53E+05
2.23E+06
1.75E+05
1.22E+16
2.17E+15
1.41E+16
2.50E+15
2
T4
B737-700
CFM56-7B
Fleet
4
336
30-m
11.9
1.72E+06
1.38E+05
2.01E+06
1.58E+05
9.57E+15
1.49E+15
1.12E+16
1.74E+15
2
T4
B737-700
CFM56-7B
Fleet
7
418
30-m
10.1
1.61E+06
8.79E+04
1.94E+06
1.06E+05
7.85E+15
7.64E+14
9.47E+15
9.23E+14
2
T4
B737-700
CFM56-7B
Fleet
30
1180
30-m
11.0
1.82E+06
1.09E+05
2.19E+06
1.32E+05
6.03E+15
5.08E+14
7.27E+15
6.13E+14
2
T4
B737-700
CFM56-7B
Fleet
40
1544
30-m
10.0
2.05E+06
3.67E+04
2.46E+06
4.40E+04
5.59E+15
3.16E+14
6.72E+15
3.79E+14
2
T4
B737-700
CFM56-7B
Fleet
65
2497
30-m
9.9
1.84E+06
1.66E+05
2.23E+06
1.99E+05
3.69E+15
3.64E+14
4.46E+15
4.38E+14
2
T4
B737-700
CFM56-7B
Fleet
7
395
30-m
10.0
1.68E+06
8.00E+04
2.01E+06
8.93E+04
9.51E+15
1.19E+15
1.14E+16
1.41E+15
2
T4
B737-700
CFM56-7B
Fleet
65
2497
30-m
10.0
2.05E+06
1.12E+05
2.46E+06
1.40E+05
4.12E+15
2.84E+14
4.96E+15
3.50E+14
2
T4
B737-700
CFM56-7B
Fleet
40
1498
30-m
10.3
2.05E+06
4.39E+04
2.46E+06
5.19E+04
5.80E+15
3.50E+14
6.97E+15
4.19E+14
2
T4
B737-700
CFM56-7B
Fleet
30
1135
30-m
10.0
1.96E+06
9.49E+04
2.36E+06
1.13E+05
6.58E+15
5.38E+14
7.89E+15
6.44E+14
2
T4
B737-700
CFM56-7B
Fleet
7
381
30-m
11.0
1.63E+06
5.14E+04
1.97E+06
5.93E+04
8.84E+15
9.64E+14
1.06E+16
1.16E+15
2
T4
B737-700
CFM56-7B
Fleet
4
313
30-m
10.0
1.70E+06
3.03E+04
2.00E+06
3.68E+04
1.07E+16
1.71 E+15
1.26E+16
2.01E+15
2
T2
B737-300
CFM56-3B
Fleet
4
341
30-m
10.0
1.15E+06
8.05E+04
1.34E+06
9.71E+04
4.29E+15
5.61E+14
5.01E+15
6.61E+14
2
T2
B737-300
CFM56-3B
Fleet
7
422
30-m
10.0
1.02E+06
5.48E+04
1.22E+06
6.63E+04
3.44E+15
3.90E+14
4.12E+15
4.67E+14
2
T2
B737-300
CFM56-3B
Fleet
30
1099
30-m
10.1
1.08E+06
7.55E+04
1.31E+06
9.36E+04
2.65E+15
2.52E+14
3.21E+15
3.09E+14
2
T2
B737-300
CFM56-3B
Fleet
40
1403
30-m
11.0
1.13E+06
5.02E+04
1.38E+06
5.86E+04
2.37E+15
1.64E+14
2.89E+15
1.97E+14
2
T2
B737-300
CFM56-3B
Fleet
65
2193
30-m
10.0
1.02E+06
6.21E+04
1.24E+06
7.70E+04
1.66E+15
1.31E+14
2.02E+15
1.61E+14
2
T2
B737-300
CFM56-3B
Fleet
7
404
30-m
10.0
1.11E+06
4.59E+04
1.32E+06
5.61E+04
3.84E+15
3.56E+14
4.57E+15
4.27E+14
2
T2
B737-300
CFM56-3B
Fleet
65
2184
30-m
10.7
1.20E+06
5.95E+04
1.45E+06
7.64E+04
1.98E+15
1.35E+14
2.38E+15
1.69E+14
2
T2
B737-300
CFM56-3B
Fleet
40
1367
30-m
11.0
1.26E+06
1.03E+05
1.52E+06
1.26E+05
2.66E+15
2.58E+14
3.20E+15
3.14E+14
2
T2
B737-300
CFM56-3B
Fleet
30
1067
30-m
10.0
1.27E+06
1.02E+05
1.52E+06
1.23E+05
3.14E+15
3.21E+14
3.75E+15
3.85E+14
2
T2
B737-300
CFM56-3B
Fleet
7
418
30-m
10.0
1.25E+06
1.49E+05
1.48E+06
1.79E+05
4.01E+15
6.06E+14
4.73E+15
7.24E+14
2
T2
B737-300
CFM56-3B
Fleet
4
345
30-m
10.0
1.38E+06
1.05E+05
1.60E+06
1.25E+05
4.49E+15
5.90E+14
5.19E+15
6.89E+14
2
T3
B737-300
CFM56-3B
Fleet
4
372
30-m
10.0
1.52E+06
3.41E+04
1.75E+06
4.26E+04
4.32E+15
4.81E+14
4.97E+15
5.55E+14
2
T3
B737-300
CFM56-3B
Fleet
7
440
30-m
10.1
1.44E+06
1.18E+05
1.68E+06
1.37E+05
4.45E+15
6.02E+14
5.19E+15
7.01E+14
2
T3
B737-300
CFM56-3B
Fleet
30
1130
30-m
10.0
1.54E+06
1.78E+05
1.82E+06
2.08E+05
3.69E+15
4.97E+14
4.36E+15
5.84E+14
2
T3
B737-300
CFM56-3B
Fleet
40
1444
30-m
10.0
1.52E+06
9.14E+04
1.80E+06
1.10E+05
3.16E+15
2.65E+14
3.75E+15
3.17E+14
2
T3
B737-300
CFM56-3B
Fleet
65
2252
30-m
10.0
1.18E+06
8.21E+04
1.42E+06
9.81E+04
1.91E+15
1.69E+14
2.30E+15
2.02E+14
2
T3
B737-300
CFM56-3B
Fleet
7
418
30-m
10.0
1.54E+06
8.87E+04
1.79E+06
1.07E+05
4.96E+15
5.80E+14
5.77E+15
6.80E+14
2
T3
B737-300
CFM56-3B
Fleet
65
2261
30-m
10.0
1.30E+06
9.12E+04
1.56E+06
1.09E+05
2.09E+15
1.81E+14
2.51E+15
2.17E+14
2
T3
B737-300
CFM56-3B
Fleet
40
1412
30-m
10.1
1.61E+06
1.07E+05
1.91E+06
1.27E+05
3.46E+15
3.01E+14
4.11E+15
3.57E+14
2
T3
B737-300
CFM56-3B
Fleet
30
1108
30-m
10.0
1.58E+06
9.59E+04
1.88E+06
1.15E+05
3.87E+15
3.46E+14
4.59E+15
4.12E+14
2
T3
B737-300
CFM56-3B
Fleet
7
422
30-m
10.0
1.47E+06
1.09E+05
1.72E+06
1.28E+05
4.89E+15
6.50E+14
5.72E+15
7.60E+14
2
T3
B737-300
CFM56-3B
Fleet
4
368
30-m
10.0
1.53E+06
1.50E+05
1.76E+06
1.72E+05
4.76E+15
7.13E+14
5.49E+15
8.20E+14
3
T1
B737-300
CFM56-3B
Fleet
4
300
30-m
6.0
1.85E+06
8.97E+04
2.17E+06
1.02E+05
3.14E+16
4.38E+15
3.69E+16
5.12E+15
3
T1
B737-300
CFM56-3B
Fleet
7
397
30-m
5.3
1.92E+06
5.83E+04
2.28E+06
6.57E+04
2.83E+16
3.27E+15
3.35E+16
3.86E+15
3
T1
B737-300
CFM56-3B
Fleet
15
654
30-m
6.7
1.91E+06

2.31 E+06

2.41E+16
2.04E+15
2.90E+16
2.46E+15
3
T1
B737-300
CFM56-3B
Fleet
30
1136
30-m
5.2
2.41 E+06
1.82E+03
2.88E+06
5.00E+03
2.09E+16
1.07E+15
2.49E+16
1.28E+15
3
T1
B737-300
CFM56-3B
Fleet
45
1618
30-m
5.6
2.46E+06
1.27E+04
2.94E+06
1.57E+04
1.74E+16
1.15E+15
2.08E+16
1.38E+15
3
T1
B737-300
CFM56-3B
Fleet
65
2260
30-m
7.7
2.28E+06
1.35E+04
2.72E+06
1.59E+04
1.25E+16
5.19E+14
1.49E+16
6.19E+14
3
T1
B737-300
CFM56-3B
Fleet
85
2903
30-m
4.8
1.80E+06
8.55E+04
2.14E+06
9.88E+04
8.66E+15
5.31E+14
1.03E+16
6.21E+14
3
T1
B737-300
CFM56-3B
Fleet
100
3385
30-m
2.2
1.48E+06

1.74E+06

6.47E+15
1.78E+14
7.58E+15
2.08E+14
3
T1
B737-300
CFM56-3B
Fleet
4
300
30-m
6.2
1.70E+06
2.34E+04
1.97E+06
2.26E+04
2.97E+16
3.73E+15
3.45E+16
4.32E+15
3
T1
B737-300
CFM56-3B
Fleet
100
3385
30-m
2.3
1.28E+06

1.50E+06

5.85E+15
2.01E+14
6.85E+15
2.35E+14
3
T1
B737-300
CFM56-3B
Fleet
85
2903
30-m
4.8
1.52E+06
1.69E+04
1.82E+06
2.56E+04
8.13E+15
3.44E+14
9.69E+15
4.19E+14
3
T1
B737-300
CFM56-3B
Fleet
65
2260
30-m
4.7
1.77E+06

2.11 E+06

1.15E+16
5.17E+14
1.37E+16
6.15E+14
3
T1
B737-300
CFM56-3B
Fleet
45
1618
30-m
5.9
1.87E+06
3.78E+04
2.23E+06
4.09E+04
1.59E+16
7.86E+14
1.90E+16
9.23E+14
3
T1
B737-300
CFM56-3B
Fleet
30
1136
30-m
5.7
1.88E+06
1.50E+04
2.23E+06
1.83E+04
1.97E+16
8.82E+14
2.35E+16
1.05E+15
3
T1
B737-300
CFM56-3B
Fleet
15
654
30-m
4.8
1.54E+06
6.97E+04
1.84E+06
7.82E+04
2.31E+16
2.16E+15
2.76E+16
2.54E+15
3
T1
B737-300
CFM56-3B
Fleet
7
397
30-m
4.4
1.51 E+06

1.77E+06

2.77E+16
2.84E+15
3.25E+16
3.33E+15
3
T1
B737-300
CFM56-3B
Fleet
4
300
30-m
7.3
1.45E+06
1.35E+04
1.69E+06
1.52E+04
2.85E+16
2.98E+15
3.32E+16
3.46E+15
3
T11
B737-300
CFM56-3B
Fleet
4
381
30-m
10.8
1.29E+06
3.49E+04
1.43E+06
3.67E+04
6.17E+15
5.97E+14
6.84E+15
6.59E+14
3
T11
B737-300
CFM56-3B
Fleet
7
431
30-m
7.7
1.46E+06
9.44E+04
1.61 E+06
1.03E+05
5.68E+15
6.59E+14
6.28E+15
7.24E+14
3
T11
B737-300
CFM56-3B
Fleet
15
622
30-m
7.8
2.17E+06
1.39E+05
2.43E+06
1.58E+05
5.84E+15
6.17E+14
6.53E+15
6.94E+14
3
T11
B737-300
CFM56-3B
Fleet
30
1090
30-m
8.9
3.25E+06
4.38E+04
3.65E+06
5.73E+04
6.66E+15
3.88E+14
7.49E+15
4.41E+14
3
T11
B737-300
CFM56-3B
Fleet
45
1530
30-m
6.0
3.37E+06
1.45E+04
3.79E+06
1.50E+04
5.94E+15
1.90E+14
6.67E+15
2.14E+14
3
T11
B737-300
CFM56-3B
Fleet
65
2179
30-m
6.3
3.30E+06
6.23E+04
3.73E+06
6.87E+04
5.05E+15
1.95E+14
5.69E+15
2.19E+14
3
T11
B737-300
CFM56-3B
Fleet
85
2815
30-m
4.7
2.92E+06

3.29E+06

3.90E+15
1.49E+14
4.40E+15
1.68E+14
3
T11
B737-300
CFM56-3B
Fleet
100
3564
30-m
1.2
2.59E+06

2.92 E+06

3.18E+15
1.24E+14
3.58E+15
1.40E+14
E-3

-------
Table E-1 (continued)
APEX
Test
Aircraft
Engine
Fuel
Power
Fuel
Flow
Rack
Run
Time
Concentration (#/cm3)
Emission Index (#/kg fuel)
No Loss Corr
Loss Corr
No Loss Corr
Loss Corr
%
kg/h
min
Average
SD
Average
SD
Average
SD
Average
SD
3
T2
Lear 25
CJ610-8ATJ
Fleet
7
182
15-m
4.5
2.53E+05

3.09E+05

2.35E+16
3.49E+15
2.87E+16
4.27E+15
3
T2
Lear 25
CJ610-8ATJ
Fleet
15
304
15-m
5.2
5.47E+06
9.95E+05
6.41E+06
1.13E+06
1.46E+16
3.25E+15
1.71 E+16
3.74E+15
3
T2
Lear 25
CJ610-8ATJ
Fleet
30
452
15-m
7.1
5.10E+06
4.10E+05
6.06E+06
4.71E+05
9.70E+15
9.43E+14
1.15E+16
1.09E+15
3
T2
Lear 25
CJ610-8ATJ
Fleet
45
568
15-m
6.6
4.25E+06
5.20E+05
5.05E+06
6.18E+05
7.11 E+15
9.13E+14
8.44E+15
1.09E+15
3
T2
Lear 25
CJ610-8ATJ
Fleet
65
760
15-m
7.4
4.04E+06
1.21E+03
4.70E+06
5.37E+02
5.89E+15
2.34E+14
6.84E+15
2.72E+14
3
T2
Lear 25
CJ610-8ATJ
Fleet
85
999
15-m
2.3
3.89E+06

4.49E+06

4.68E+15
1.32E+14
5.41E+15
1.53E+14
3
T2
Lear 25
CJ610-8ATJ
Fleet
85
999
30-m
5.7
3.79E+06
6.43E+04
4.32E+06
7.93E+04
7.50E+15
4.93E+14
8.54E+15
5.65E+14
3
T2
Lear 25
CJ610-8ATJ
Fleet
100
1226
30-m
7.2
3.90E+06
8.46E+05
4.42E+06
9.12E+05
6.84E+15
1.54E+15
7.76E+15
1.66E+15
3
T2
Lear 25
CJ610-8ATJ
Fleet
7
182
15-m
5.1
1.40E+05
1.46E+05
1.59E+05
1.56E+05
5.70E+15
6.94E+15
6.47E+15
7.55E+15
3
T2
Lear 25
CJ610-8ATJ
Fleet
100
1226
15-m
2.3
4.85E+06

5.56E+06

5.12E+15
1.30E+14
5.87E+15
1.49E+14
3
T2
Lear 25
CJ610-8ATJ
Fleet
65
763
15-m
2.2
4.65E+06

5.39E+06

6.30E+15
2.51E+14
7.30E+15
2.91E+14
3
T2
Lear 25
CJ610-8ATJ
Fleet
45
568
15-m
2.1
5.83E+06

6.92E+06

9.56E+15
3.55E+14
1.13E+16
4.22E+14
3
T2
Lear 25
CJ610-8ATJ
Fleet
30
454
15-m
2.5
6.18E+06

7.30E+06

1.21 E+16
8.23E+14
1.43E+16
9.72E+14
3
T2
Lear 25
CJ610-8ATJ
Fleet
15
304
15-m
2.2
6.37E+06

7.44E+06

1.61E+16
1.84E+15
1.88E+16
2.15E+15
3
T2
Lear 25
CJ610-8ATJ
Fleet
7
182
15-m
1.6
4.59E+05

5.21E+05

2.03E+16
1.22E+15
2.30E+16
1.39E+15
3
T5
Lear 25
CJ610-8ATJ
Fleet
7
227
15-m
19.6
5.68E+04
3.45E+04
7.52E+04
4.51E+04
8.51E+14
6.02E+14
1.13E+15
7.90E+14
3
T5
Lear 25
CJ610-8ATJ
Fleet
15
303
15-m
14.6
4.53E+06
7.08E+05
5.34E+06
8.35E+05
1.57E+16
3.90E+15
1.85E+16
4.60E+15
3
T5
Lear 25
CJ610-8ATJ
Fleet
30
452
15-m
7.5
4.40E+06
1.59E+05
5.24E+06
1.84E+05
1.16E+16
1.12E+15
1.39E+16
1.34E+15
3
T5
Lear 25
CJ610-8ATJ
Fleet
45
567
15-m
7.1
3.84E+06
1.76E+05
4.58E+06
1.96E+05
1.01E+16
9.75E+14
1.21 E+16
1.14E+15
3
T5
Lear 25
CJ610-8ATJ
Fleet
65
763
15-m
8.8
3.82E+06
6.76E+04
4.44E+06
7.86E+04
8.06E+15
3.37E+14
9.36E+15
3.91E+14
3
T5
Lear 25
CJ610-8ATJ
Fleet
85
1009
15-m
7.9
5.36E+06
2.43E+05
6.11E+06
2.66E+05
9.64E+15
4.91E+14
1.10E+16
5.41E+14
3
T5
Lear 25
CJ610-8ATJ
Fleet
100
1226
15-m
7.2
6.02E+06
5.96E+03
6.82E+06
8.19E+03
9.94E+15
2.22E+14
1.13E+16
2.52E+14
3
T5
Lear 25
CJ610-8ATJ
Fleet
7
227
30-m
19.3
1.90E+04
1.14E+04
2.60E+04
1.51E+04
1.72E+14
1.22E+14
2.36E+14
1.63E+14
3
T5
Lear 25
CJ610-8ATJ
Fleet
100
1226
30-m
7.5
3.62E+06
2.89E+04
4.09E+06
3.35E+04
1.11 E+16
9.73E+14
1.25E+16
1.10E+15
3
T5
Lear 25
CJ610-8ATJ
Fleet
85
1009
30-m
7.6
3.03E+06
4.43E+04
3.45E+06
5.28E+04
9.85E+15
7.90E+14
1.12E+16
9.01E+14
3
T5
Lear 25
CJ610-8ATJ
Fleet
65
763
30-m
7.3
2.25E+06
3.04E+04
2.64E+06
4.24E+04
7.93E+15
4.21E+14
9.30E+15
5.00E+14
3
T5
Lear 25
CJ610-8ATJ
Fleet
45
567
30-m
10.4
2.79E+06
7.29E+04
3.41E+06
7.98E+04
1.07E+16
7.57E+14
1.31E+16
9.13E+14
3
T5
Lear 25
CJ610-8ATJ
Fleet
30
452
30-m
4.9
2.87E+06
1.04E+04
3.50E+06
2.65E+04
1.08E+16
5.93E+14
1.32E+16
7.28E+14
3
T5
Lear 25
CJ610-8ATJ
Fleet
7
227
30-m
10.5
1.35E+04
1.04E+04
1.76E+04
1.34E+04
1.31E+14
1.01E+14
1.71 E+14
1.30E+14
3
T3
EMB145
AE3007A1E
Fleet
8.4
174
15-m
17.3
6.52E+05
1.54E+05
9.18E+05
2.10E+05
1.45E+16
9.95E+15
2.04E+16
1.40E+16
3
T3
EMB145
AE3007A1E
Fleet
15
238
15-m
6.7
5.13E+05
3.76E+04
7.53E+05
5.98E+04
6.27E+15
2.28E+15
9.20E+15
3.35E+15
3
T3
EMB145
AE3007A1E
Fleet
30
389
15-m
6.8
5.28E+05
3.30E+04
7.74E+05
5.55E+04
5.04E+15
1.28E+15
7.38E+15
1.89E+15
3
T3
EMB145
AE3007A1E
Fleet
45
555
15-m
7.6
6.32E+05
9.27E+03
9.34E+05
1.52E+04
4.79E+15
7.82E+14
7.09E+15
1.16E+15
3
T3
EMB145
AE3007A1E
Fleet
65
805
15-m
7.2
6.83E+05
4.59E+04
1.02E+06
6.68E+04
4.32E+15
7.01E+14
6.43E+15
1.04E+15
3
T3
EMB145
AE3007A1E
Fleet
85
1082
15-m
8.2
6.94E+05
6.64E+04
1.04E+06
9.83E+04
4.07E+15
8.64E+14
6.08E+15
1.29E+15
3
T3
EMB145
AE3007A1E
Fleet
100
1286
15-m
2.3
5.66E+05

8.51E+05

3.13E+15
5.49E+14
4.70E+15
8.26E+14
3
T3
EMB145
AE3007A1E
Fleet
8.4
172
15-m
7.9
6.42E+05
1.14E+05
9.03E+05
1.60E+05
1.28E+16
8.30E+15
1.80E+16
1.17E+16
3
T3
EMB145
AE3007A1E
Fleet
85
1088
15-m
8.0
5.55E+05
1.03E+04
8.37E+05
1.71E+04
3.54E+15
6.81E+14
5.33E+15
1.03E+15
3
T3
EMB145
AE3007A1E
Fleet
65
810
15-m
6.9
3.60E+05
1.39E+04
5.43E+05
2.66E+04
3.00E+15
4.98E+14
4.54E+15
7.65E+14
3
T3
EMB145
AE3007A1E
Fleet
45
563
15-m
7.9
3.63E+05
6.10E+04
5.38E+05
1.02E+05
3.83E+15
1.04E+15
5.67E+15
1.61E+15
3
T3
EMB145
AE3007A1E
Fleet
30
392
15-m
8.6
4.45E+05
5.40E+04
6.51E+05
7.40E+04
4.81E+15
1.15E+15
7.04E+15
1.66E+15
3
T3
EMB145
AE3007A1E
Fleet
15
235
15-m
9.9
5.74E+05
4.00E+04
8.42E+05
6.05E+04
6.56E+15
1.54E+15
9.63E+15
2.27E+15
3
T3
EMB145
AE3007A1E
Fleet
8.4
173
15-m
6.8
7.32E+05
2.06E+05
1.03E+06
2.69E+05
1.49E+16
9.86E+15
2.10E+16
1.37E+16
3
T4
EMB145
AE3007A1E
Fleet
8.4
168
15-m
7.0
3.37E+03
2.32E+03
4.79E+03
3.02E+03
9.90E+13
7.36E+13
1.41E+14
9.72E+13
3
T4
EMB145
AE3007A1E
Fleet
15
239
15-m
4.9
3.15E+04

4.87E+04

8.25E+14
2.17E+14
1.27E+15
3.35E+14
3
T4
EMB145
AE3007A1E
Fleet
30
385
15-m
6.9
7.53E+04
2.83E+04
1.13E+05
4.62E+04
1.29E+15
6.33E+14
1.94E+15
1.00E+15
3
T4
EMB145
AE3007A1E
Fleet
45
547
15-m
4.8
2.00E+05
6.16E+04
2.95E+05
1.02E+05
2.25E+15
9.88E+14
3.31E+15
1.55E+15
3
T4
EMB145
AE3007A1E
Fleet
65
788
15-m
7.6
4.36E+05
8.08E+04
6.45E+05
1.26E+05
2.81E+15
7.67E+14
4.17E+15
1.16E+15
3
T4
EMB145
AE3007A1E
Fleet
85
1050
15-m
6.8
4.62E+05
1.34E+05
6.61E+05
2.18E+05
2.23E+15
7.38E+14
3.19E+15
1.16E+15
3
T4
EMB145
AE3007A1E
Fleet
100
1253
15-m
2.2
4.90E+05

7.47E+05

1.93E+15
1.67E+14
2.94E+15
2.55E+14
3
T4
EMB145
AE3007A1E
Fleet
8.4
168
15-m
6.4
2.53E+03
1.51E+02
3.39E+03
1.08E+02
8.17E+13
6.60E+12
1.10E+14
6.91E+12
3
T4
EMB145
AE3007A1E
Fleet
85
1041
15-m
9.9
4.27E+05
4.92E+04
6.17E+05
7.65E+04
2.16E+15
4.02E+14
3.13E+15
5.99E+14
3
T4
EMB145
AE3007A1E
Fleet
8.4
168
15-m
9.9
9.96E+02
1.46E+02
1.53E+03
1.55E+02
3.29E+13
5.81E+12
5.05E+13
7.16E+12
3
T4
EMB145
AE3007A1E
Fleet
85
1052
15-m
2.2
2.64E+05

3.79E+05

1.54E+15
2.93E+14
2.21E+15
4.21E+14
3
T4
EMB145
AE3007A1E
Fleet
65
786
15-m
7.2
2.84E+05
4.76E+04
4.15E+05
8.21E+04
2.14E+15
6.16E+14
3.13E+15
9.58E+14
3
T4
EMB145
AE3007A1E
Fleet
45
549
15-m
6.8
1.11E+05
3.34E+04
1.72E+05
5.18E+04
1.60E+15
7.33E+14
2.48E+15
1.14E+15
3
T4
EMB145
AE3007A1E
Fleet
30
384
15-m
4.7
2.82E+04
6.67E+02
4.51E+04
2.46E+03
7.60E+14
2.49E+14
1.22E+15
4.03E+14
3
T4
EMB145
AE3007A1E
Fleet
15
231
15-m
4.6
2.11E+03
1.24E+03
3.16E+03
1.56E+03
7.03E+13
4.18E+13
1.05E+14
5.27E+13
3
T4
EMB145
AE3007A1E
Fleet
8.4
167
15-m
5.9
1.07E+03
2.39E+01
1.63E+03
1.79E+02
3.70E+13
2.37E+12
5.61E+13
7.03E+12
3
T10
EMB145
AE3007A1/1
Fleet
8.4
179
30-m
5.9
2.21E+06

2.90E+06

3.02E+16
1.90E+16
3.96E+16
2.50E+16
3
T10
EMB145
AE3007A1/1
Fleet
15
233
30-m
4.5
1.03E+06
1.51E+05
1.49E+06
2.00E+05
8.69E+15
2.15E+15
1.25E+16
3.03E+15
3
T10
EMB145
AE3007A1/1
Fleet
30
372
30-m
9.0
1.25E+06
2.07E+05
1.78E+06
2.68E+05
7.66E+15
1.39E+15
1.09E+16
1.83E+15
3
T10
EMB145
AE3007A1/1
Fleet
45
524
30-m
8.6
1.24E+06
1.26E+05
1.76E+06
1.65E+05
6.72E+15
1.00E+15
9.58E+15
1.38E+15
3
T10
EMB145
AE3007A1/1
Fleet
65
750
30-m
4.9
1.52E+06

2.13E+06

6.73E+15
4.69E+14
9.41E+15
6.56E+14
3
T10
EMB145
AE3007A1/1
Fleet
85
971
30-m
5.1
1.52E+06

2.12E+06

5.94E+15
4.47E+14
8.27E+15
6.22E+14
3
T10
EMB145
AE3007A1/1
Fleet
100
1171
30-m
4.0
1.43E+06

2.00E+06

5.04E+15
2.95E+14
7.04E+15
4.11E+14
3
T10
EMB145
AE3007A1/1
Fleet
8.4
177
30-m
6.3
1.06E+06
2.44E+05
1.44E+06
2.96E+05
1.32E+16
5.54E+15
1.80E+16
7.30E+15
3
T10
EMB145
AE3007A1/1
Fleet
100
1180
30-m
4.7
1.19E+06

1.69E+06

4.13E+15
1.71E+14
5.85E+15
2.42E+14
3
T10
EMB145
AE3007A1/1
Fleet
85
982
30-m
5.1
1.23E+06

1.73E+06

4.70E+15
2.43E+14
6.64E+15
3.44E+14
3
T10
EMB145
AE3007A1/1
Fleet
65
767
30-m
5.2
9.34E+05

1.34E+06

4.48E+15
6.93E+14
6.42E+15
9.93E+14
E-4

-------
Table E-1 (continued)
APEX
Test
Aircraft
Engine
Fuel
Power
Fuel
Flow
Rack
Run
Time
Concentration (#/cm3)
Emission Index (#/kg fuel)
No Loss Corr
Loss Corr
No Loss Corr
Loss Corr
%
kg/h
min
Average
SD
Average
SD
Average
SD
Average
SD
3
T10
EMB145
AE3007A1/1
Fleet
45
529
30-m
5.0
1.16E+06
4.55E+04
1.66E+06
6.02E+04
6.15E+15
4.64E+14
8.84E+15
6.53E+14
3
T10
EMB145
AE3007A1/1
Fleet
30
371
30-m
5.3
9.06E+05
2.96E+04
1.32E+06
4.22E+04
5.92E+15
8.94E+14
8.64E+15
1.30E+15
3
T10
EMB145
AE3007A1/1
Fleet
15
231
30-m
5.9
6.19E+05

9.12E+05

5.55E+15
1.19E+15
8.18E+15
1.75E+15
3
T10
EMB145
AE3007A1/1
Fleet
8.4
178
30-m
4.3
1.46E+06

1.96E+06

1.61E+16
5.46E+15
2.17E+16
7.34E+15
3
T6
A300
paw 4158
Fleet
7
610
30-m
9.7
4.04E+06
2.58E+05
4.89E+06
2.94E+05
1.54E+16
1.44E+15
1.86E+16
1.70E+15
3
T6
A300
paw 4158
Fleet
15
1014
30-m
7.7
3.30E+06
1.52E+05
4.35E+06
1.78E+05
1.12E+16
7.58E+14
1.47E+16
9.47E+14
3
T6
A300
paw 4158
Fleet
30
2245
30-m
7.1
3.73E+06
1.02E+05
4.83E+06
1.28E+05
7.83E+15
2.90E+14
1.01E+16
3.70E+14
3
T6
A300
paw 4158
Fleet
45
3726
30-m
8.5
3.42E+06
1.39E+05
4.41E+06
1.51E+05
5.38E+15
2.59E+14
6.93E+15
2.97E+14
3
T6
A300
paw 4158
Fleet
65
5827
30-m
2.1
1.77E+06

2.32E+06

2.02E+15
4.43E+13
2.65E+15
5.83E+13
3
T6
A300
paw 4158
Fleet
7
595
30-m
9.0
3.89E+06
3.50E+05
4.73E+06
3.92E+05
1.64E+16
2.35E+15
2.00E+16
2.78E+15
3
T6
A300
paw 4158
Fleet
65
5658
30-m
4.8
2.99E+06
4.80E+04
3.71E+06
2.26E+03
3.43E+15
9.70E+13
4.26E+15
9.90E+13
3
T6
A300
paw 4158
Fleet
80
7026
30-m
4.8
1.57E+06
4.91E+05
1.83E+06
5.44E+05
1.55E+15
4.85E+14
1.81E+15
5.37E+14
3
T6
A300
paw 4158
Fleet
7
368
30-m
8.0
4.08E+06
2.56E+05
4.95E+06
2.65E+05
1.65E+16
1.82E+15
2.01E+16
2.11 E+15
3
T6
A300
paw 4158
Fleet
80
7026
30-m
5.4
2.07E+06
8.02E+04
2.41E+06
1.04E+05
2.10E+15
9.02E+13
2.45E+15
1.15E+14
3
T6
A300
paw 4158
Fleet
65
5658
30-m
6.8
2.06E+06
5.62E+04
2.55E+06
6.11E+04
2.42E+15
8.92E+13
3.00E+15
1.03E+14
3
T6
A300
paw 4158
Fleet
45
3834
30-m
7.8
3.12E+06
4.98E+04
4.04E+06
6.04E+04
4.86E+15
1.36E+14
6.28E+15
1.72E+14
3
T6
A300
paw 4158
Fleet
30
2465
30-m
6.8
3.35E+06
1.39E+05
4.37E+06
1.65E+05
7.16E+15
3.81E+14
9.35E+15
4.71E+14
3
T6
A300
paw 4158
Fleet
15
1097
30-m
6.5
3.00E+06
6.64E+04
3.96E+06
7.55E+04
9.75E+15
5.54E+14
1.29E+16
7.18E+14
3
T6
A300
paw 4158
Fleet
7
368
30-m
7.1
4.18E+06
1.05E+05
5.06E+06
1.24E+05
1.66E+16
1.41E+15
2.01E+16
1.70E+15
3
T7
A300
paw 4158
Fleet
7
600
30-m
5.8
4.84E+06
5.21E+04
5.77E+06
6.28E+04
1.70E+16
7.25E+14
2.03E+16
8.64E+14
3
T7
A300
paw 4158
Fleet
15
1035
30-m
5.5
3.85E+06

4.97E+06

1.15E+16
5.94E+14
1.48E+16
7.68E+14
3
T7
A300
paw 4158
Fleet
30
2230
30-m
5.5
4.34E+06
1.45E+05
5.53E+06
1.87E+05
8.80E+15
3.98E+14
1.12E+16
5.11E+14
3
T7
A300
paw 4158
Fleet
45
3688
30-m
5.4
4.11E+06
1.58E+04
5.22E+06
2.10E+04
6.27E+15
1.75E+14
7.96E+15
2.22E+14
3
T7
A300
paw 4158
Fleet
65
5702
30-m
5.3
3.21 E+06
5.51E+04
4.01E+06
6.12E+04
3.64E+15
1.06E+14
4.55E+15
1.27E+14
3
T7
A300
paw 4158
Fleet
80
7100
30-m
5.1
2.31 E+06

2.75E+06

2.28E+15
4.21E+13
2.71E+15
5.00E+13
3
T7
A300
paw 4158
Fleet
7
591
30-m
9.2
4.75E+06
9.12E+04
5.68E+06
9.39E+04
1.70E+16
7.49E+14
2.04E+16
8.74E+14
3
T7
A300
paw 4158
Fleet
80
7200
30-m
3.5
2.41 E+06

2.87E+06

2.36E+15
3.90E+13
2.81E+15
4.64E+13
3
T7
A300
paw 4158
Fleet
65
5711
30-m
3.8
3.08E+06
2.71E+04
3.89E+06
7.28E+04
3.51E+15
1.04E+14
4.43E+15
1.50E+14
3
T7
A300
paw 4158
Fleet
30
2252
30-m
5.8
4.15E+06
1.20E+05
5.30E+06
1.29E+05
8.30E+15
3.25E+14
1.06E+16
3.80E+14
3
T7
A300
paw 4158
Fleet
7
596
30-m
6.1
4.69E+06
2.76E+05
5.65E+06
3.14E+05
1.70E+16
1.45E+15
2.05E+16
1.70E+15
3
T8
B757
RB211
Fleet
4
566
30-m
6.6
1.49E+06
1.52E+05
2.01E+06
1.71 E+05
1.93E+16
2.12E+15
2.60E+16
2.46E+15
3
T8
B757
RB211
Fleet
7
770
30-m
6.3
1.48E+06
5.50E+04
1.92E+06
6.73E+04
1.83E+16
8.12E+14
2.38E+16
1.01E+15
3
T8
B757
RB211
Fleet
15
1191
30-m
5.2
3.12E+06
8.05E+05
3.87E+06
9.80E+05
9.15E+15
2.44E+15
1.14E+16
2.97E+15
3
T8
B757
RB211
Fleet
30
2109
30-m
5.5
2.90E+06

3.60E+06

6.12E+15
1.69E+14
7.60E+15
2.09E+14
3
T8
B757
RB211
Fleet
45
3178
30-m
5.2
2.33E+06
1.08E+05
2.79E+06
1.22E+05
3.88E+15
2.03E+14
4.64E+15
2.32E+14
3
T8
B757
RB211
Fleet
65
4750
30-m
5.0
1.22E+06
3.54E+05
1.41E+06
3.96E+05
1.57E+15
4.56E+14
1.81E+15
5.10E+14
3
T8
B757
RB211
Fleet
85
6096
30-m
0.4
1.36E+06

1.71 E+06

1.51 E+15
5.41E+13
1.90E+15
6.81E+13
3
T8
B757
RB211
Fleet
85
6449
30-m
4.8
1.24E+06

1.56E+06

1.37E+15
4.77E+13
1.72E+15
5.98E+13
3
T8
B757
RB211
Fleet
4
552
43-m
8.3
1.88E+06
2.23E+05
3.13E+06
2.70E+05
7.51E+15
1.03E+15
1.25E+16
1.37E+15
3
T8
B757
RB211
Fleet
65
4691
43-m
5.6
1.21 E+06
9.18E+04
1.71 E+06
1.54E+05
2.05E+15
1.63E+14
2.89E+15
2.70E+14
3
T8
B757
RB211
Fleet
45
3436
43-m
6.4
1.42E+06
1.06E+05
2.23E+06
1.32E+05
2.82E+15
2.25E+14
4.40E+15
2.91E+14
3
T8
B757
RB211
Fleet
30
2131
43-m
4.2
1.94E+06

3.19E+06

5.09E+15
2.21E+14
8.36E+15
3.62E+14
3
T8
B757
RB211
Fleet
15
1178
43-m
6.5
1.97E+06
2.12E+04
3.31E+06
2.22E+04
7.18E+15
3.50E+14
1.20E+16
5.78E+14
3
T8
B757
RB211
Fleet
7
654
43-m
5.0
2.28E+06
2.51E+04
3.67E+06
4.50E+04
1.13E+16
1.08E+15
1.82E+16
1.75E+15
3
T8
B757
RB211
Fleet
4
437
43-m
5.5
2.58E+06
2.48E+05
4.03E+06
3.76E+05
1.53E+16
2.56E+15
2.39E+16
3.97E+15
3
T9
B757
RB211
Fleet
4
421
30-m
12.2
4.39E+06
5.25E+05
5.19E+06
5.85E+05
2.55E+16
6.48E+15
3.02E+16
7.56E+15
3
T9
B757
RB211
Fleet
7
690
30-m
8.1
1.28E+06
1.90E+04
1.81E+06
3.39E+04
5.29E+15
5.26E+14
7.46E+15
7.47E+14
3
T9
B757
RB211
Fleet
15
1221
30-m
8.6
1.19E+06
3.63E+05
1.69E+06
4.97E+05
4.25E+15
1.36E+15
6.04E+15
1.87E+15
3
T9
B757
RB211
Fleet
30
2004
30-m
9.7
9.47E+05
1.95E+05
1.28E+06
2.67E+05
2.40E+15
5.15E+14
3.24E+15
7.06E+14
3
T9
B757
RB211
Fleet
45
3068
30-m
10.1
8.91 E+05
4.47E+04
1.08E+06
7.38E+04
1.80E+15
1.12E+14
2.19E+15
1.69E+14
3
T9
B757
RB211
Fleet
65
4479
30-m
6.4
1.22E+06
5.11E+04
1.36E+06
5.37E+04
1.93E+15
1.04E+14
2.16E+15
1.12E+14
3
T9
B757
RB211
Fleet
85
6233
30-m
5.2
7.24E+05
3.74E+04
8.29E+05
5.98E+04
9.18E+14
5.50E+13
1.05E+15
8.23E+13
3
T9
B757
RB211
Fleet
100
6966
30-m
1.7
5.49E+05

6.45E+05

6.47E+14
2.10E+13
7.59E+14
2.46E+13
3
T9
B757
RB211
Fleet
4
494
30-m
7.5
2.55E+06
6.46E+05
3.25E+06
7.98E+05
1.18E+16
3.38E+15
1.50E+16
4.20E+15
3
T9
B757
RB211
Fleet
85
6307
30-m
5.3
6.69E+05

7.52E+05

8.70E+14
2.88E+13
9.79E+14
3.24E+13
3
T9
B757
RB211
Fleet
65
4551
30-m
5.6
1.11 E+06
1.47E+05
1.24E+06
1.58E+05
1.73E+15
2.35E+14
1.94E+15
2.54E+14
3
T9
B757
RB211
Fleet
45
3111
30-m
5.6
1.06E+06
1.42E+04
1.35E+06
4.45E+04
2.08E+15
9.13E+13
2.66E+15
1.41E+14
3
T9
B757
RB211
Fleet
30
2037
30-m
8.6
1.02E+06
1.18E+04
1.42E+06
1.34E+04
2.57E+15
1.26E+14
3.56E+15
1.73E+14
3
T9
B757
RB211
Fleet
15
1173
30-m
5.5
1.17E+06
1.68E+05
1.69E+06
2.20E+05
4.08E+15
6.44E+14
5.90E+15
8.61E+14
3
T9
B757
RB211
Fleet
7
668
30-m
4.0
9.33E+05

1.36E+06

4.27E+15
5.23E+14
6.23E+15
7.63E+14
3
T9
B757
RB211
Fleet
4
506
30-m
4.2
3.51 E+06

4.39E+06

1.77E+16
2.53E+15
2.21E+16
3.17E+15
E-5

-------
Table E-2. Particle number emission indices and rates determined by the EEPS
APEX
Test
Aircraft
Engine
Fuel
Power
Fuel
Flow
Rack
Run
Time
Concentration (#/cm3)
Emission Index (#/kg fuel)
No Loss Corr
Loss Corr
No Loss Corr
Loss Corr
%
kg/h
min
Average
SD
Average
SD
Average
SD
Average
SD
2
T1
B737-700
CFM56-7B
Fleet
4
336
30-m
10.2
1.41E+07
5.82E+05
1.74E+07
6.34E+05
7.88E+16
1.10E+16
9.74E+16
1.35E+16
2
T1
B737-700
CFM56-7B
Fleet
7
418
30-m
10.0
1.30E+07
4.35E+05
1.69E+07
4.91 E+05
6.40E+16
5.58E+15
8.28E+16
7.10E+15
2
T1
B737-700
CFM56-7B
Fleet
30
1180
30-m
9.4
1.25E+07
3.77E+05
1.68E+07
4.55E+05
4.15E+16
2.76E+15
5.60E+16
3.64E+15
2
T1
B737-700
CFM56-7B
Fleet
40
1544
30-m
10.1
1.34E+07
5.02E+05
1.79E+07
4.97E+05
3.68E+16
2.41E+15
4.92E+16
2.97E+15
2
T1
B737-700
CFM56-7B
Fleet
65
2497
30-m
10.0
8.82E+06
8.71 E+05
1.27E+07
1.01 E+06
1.78E+16
1.90E+15
2.55E+16
2.27E+15
2
T1
B737-700
CFM56-7B
Fleet
85
4131
30-m
1.8
6.21 E+06
7.62E+05
9.22E+06
9.14E+05
9.60E+15
1.23E+15
1.42E+16
1.50E+15
2
T1
B737-700
CFM56-7B
Fleet
7
395
30-m
10.1
1.37E+07
1.26E+06
1.78E+07
1.31 E+06
7.81E+16
1.15E+16
1.01E+17
1.39E+16
2
T1
B737-700
CFM56-7B
Fleet
85
4086
30-m
2.1
1.51E+07
1.38E+06
2.04E+07
1.44E+06
2.32E+16
2.30E+15
3.13E+16
2.51E+15
2
T1
B737-700
CFM56-7B
Fleet
65
2497
30-m
10.0
1.51E+07
3.14E+05
2.06E+07
4.05E+05
3.06E+16
1.43E+15
4.16E+16
1.93E+15
2
T1
B737-700
CFM56-7B
Fleet
40
1498
30-m
10.0
1.61E+07
3.03E+05
2.12E+07
3.69E+05
4.57E+16
2.71E+15
6.02E+16
3.55E+15
2
T1
B737-700
CFM56-7B
Fleet
30
1135
30-m
10.5
1.57E+07
7.57E+05
2.06E+07
1.04E+06
5.29E+16
4.32E+15
6.95E+16
5.76E+15
2
T1
B737-700
CFM56-7B
Fleet
4
313
30-m
11.9
1.54E+07
7.28E+05
1.92E+07
8.20E+05
9.75E+16
1.62E+16
1.21E+17
1.99E+16
2
T4
B737-700
CFM56-7B
Fleet
4
336
30-m
11.9
1.30E+07
8.99E+05
1.66E+07
1.03E+06
7.26E+16
1.09E+16
9.22E+16
1.36E+16
2
T4
B737-700
CFM56-7B
Fleet
7
418
30-m
10.1
1.32E+07
5.42E+05
1.76E+07
6.36E+05
6.47E+16
5.85E+15
8.59E+16
7.59E+15
2
T4
B737-700
CFM56-7B
Fleet
30
1180
30-m
11.0
1.57E+07
3.74E+05
2.11E+07
4.29E+05
5.22E+16
3.32E+15
6.98E+16
4.37E+15
2
T4
B737-700
CFM56-7B
Fleet
40
1544
30-m
10.0
1.66E+07
4.41 E+05
2.21 E+07
5.46E+05
4.53E+16
2.71E+15
6.05E+16
3.57E+15
2
T4
B737-700
CFM56-7B
Fleet
65
2497
30-m
9.9
1.63E+07
3.91 E+05
2.20E+07
4.79E+05
3.27E+16
1.53E+15
4.42E+16
2.02E+15
2
T4
B737-700
CFM56-7B
Fleet
85
4131
30-m
2.3
1.55E+07
3.70E+05
2.12E+07
4.57E+05
2.38E+16
1.02E+15
3.26E+16
1.35E+15
2
T4
B737-700
CFM56-7B
Fleet
7
395
30-m
10.0
1.32E+07
6.44E+05
1.74E+07
7.50E+05
7.51E+16
9.41E+15
9.90E+16
1.22E+16
2
T4
B737-700
CFM56-7B
Fleet
85
4086
30-m
2.0
1.66E+07
7.04E+05
2.25E+07
7.63E+05
2.53E+16
1.45E+15
3.43E+16
1.76E+15
2
T4
B737-700
CFM56-7B
Fleet
65
2497
30-m
10.0
1.72E+07
3.73E+05
2.30E+07
4.60E+05
3.45E+16
1.63E+15
4.63E+16
2.15E+15
2
T4
B737-700
CFM56-7B
Fleet
40
1498
30-m
10.3
1.70E+07
3.69E+05
2.26E+07
4.42E+05
4.80E+16
2.90E+15
6.40E+16
3.82E+15
2
T4
B737-700
CFM56-7B
Fleet
30
1135
30-m
10.0
1.64E+07
4.05E+05
2.19E+07
4.57E+05
5.50E+16
3.87E+15
7.33E+16
5.07E+15
2
T4
B737-700
CFM56-7B
Fleet
7
381
30-m
11.0
1.36E+07
6.67E+05
1.79E+07
7.80E+05
7.35E+16
8.49E+15
9.70E+16
1.10E+16
2
T4
B737-700
CFM56-7B
Fleet
4
313
30-m
10.0
1.30E+07
1.05E+06
1.66E+07
1.20E+06
8.20E+16
1.46E+16
1.05E+17
1.82E+16
2
T2
B737-300
CFM56-3B
Fleet
4
341
30-m
10.0
1.33E+07
7.53E+05
1.69E+07
8.46E+05
4.97E+16
6.15E+15
6.31E+16
7.64E+15
2
T2
B737-300
CFM56-3B
Fleet
7
422
30-m
10.0
1.30E+07
5.34E+05
1.72E+07
6.23E+05
4.39E+16
4.73E+15
5.78E+16
6.14E+15
2
T2
B737-300
CFM56-3B
Fleet
30
1099
30-m
10.1
1.45E+07
4.63E+05
1.96E+07
5.34E+05
3.56E+16
2.57E+15
4.80E+16
3.37E+15
2
T2
B737-300
CFM56-3B
Fleet
40
1403
30-m
11.0
1.45E+07
4.26E+05
1.98E+07
5.06E+05
3.05E+16
1.85E+15
4.15E+16
2.45E+15
2
T2
B737-300
CFM56-3B
Fleet
65
2193
30-m
10.0
1.32E+07
5.63E+05
1.81 E+07
6.91 E+05
2.15E+16
1.41E+15
2.96E+16
1.86E+15
2
T2
B737-300
CFM56-3B
Fleet
85
3528
30-m
1.9
8.80E+06
4.12E+05
1.24E+07
5.34E+05
1.06E+16
6.58E+14
1.49E+16
8.86E+14
2
T2
B737-300
CFM56-3B
Fleet
7
404
30-m
10.0
1.34E+07
5.06E+05
1.76E+07
5.85E+05
4.65E+16
4.24E+15
6.11E+16
5.46E+15
2
T2
B737-300
CFM56-3B
Fleet
85
3559
30-m
2.0
9.05E+06
4.80E+05
1.26E+07
6.53E+05
1.04E+16
7.58E+14
1.45E+16
1.04E+15
2
T2
B737-300
CFM56-3B
Fleet
65
2184
30-m
10.7
1.48E+07
4.73E+05
2.02E+07
5.80E+05
2.43E+16
1.39E+15
3.31E+16
1.84E+15
2
T2
B737-300
CFM56-3B
Fleet
85
3559
30-m
1.9
1.03E+07
3.46E+05
1.44E+07
4.59E+05
1.21E+16
6.13E+14
1.69E+16
8.38E+14
2
T2
B737-300
CFM56-3B
Fleet
40
1367
30-m
11.0
1.63E+07
4.24E+05
2.19E+07
4.80E+05
3.44E+16
2.00E+15
4.61 E+16
2.60E+15
2
T2
B737-300
CFM56-3B
Fleet
30
1067
30-m
10.0
1.62E+07
4.27E+05
2.16E+07
4.90E+05
4.01 E+16
2.74E+15
5.33E+16
3.57E+15
2
T2
B737-300
CFM56-3B
Fleet
7
418
30-m
10.0
1.44E+07
5.80E+05
1.88E+07
6.60E+05
4.61 E+16
4.70E+15
6.00E+16
5.99E+15
2
T3
B737-300
CFM56-3B
Fleet
4
372
30-m
10.0
1.42E+07
6.44E+05
1.77E+07
7.29E+05
4.03E+16
4.77E+15
5.05E+16
5.88E+15
2
T3
B737-300
CFM56-3B
Fleet
7
440
30-m
10.1
1.43E+07
6.25E+05
1.83E+07
7.06E+05
4.43E+16
5.14E+15
5.65E+16
6.45E+15
2
T3
B737-300
CFM56-3B
Fleet
30
1130
30-m
10.0
1.65E+07
4.75E+05
2.17E+07
5.23E+05
3.97E+16
2.97E+15
5.20E+16
3.81E+15
2
T3
B737-300
CFM56-3B
Fleet
40
1444
30-m
10.0
1.70E+07
4.22E+05
2.24E+07
4.86E+05
3.52E+16
2.24E+15
4.64E+16
2.90E+15
2
T3
B737-300
CFM56-3B
Fleet
65
2252
30-m
10.0
1.37E+07
4.86E+05
1.86E+07
5.94E+05
2.23E+16
1.44E+15
3.03E+16
1.90E+15
2
T3
B737-300
CFM56-3B
Fleet
85
3677
30-m
1.6
5.89E+06
3.12E+05
7.88E+06
4.70E+05
6.90E+15
4.96E+14
9.23E+15
7.10E+14
2
T3
B737-300
CFM56-3B
Fleet
7
418
30-m
10.0
1.51E+07
6.71 E+05
1.91 E+07
7.53E+05
4.86E+16
5.40E+15
6.16E+16
6.72E+15
2
T3
B737-300
CFM56-3B
Fleet
85
3650
30-m
2.0
5.98E+06
6.14E+05
7.94E+06
9.06E+05
6.98E+15
8.06E+14
9.26E+15
1.17E+15
2
T3
B737-300
CFM56-3B
Fleet
65
2261
30-m
10.0
1.41E+07
4.33E+05
1.91 E+07
5.31 E+05
2.27E+16
1.33E+15
3.08E+16
1.76E+15
2
T3
B737-300
CFM56-3B
Fleet
40
1412
30-m
10.1
1.69E+07
3.79E+05
2.23E+07
4.27E+05
3.64E+16
2.20E+15
4.81E+16
2.85E+15
2
T3
B737-300
CFM56-3B
Fleet
30
1108
30-m
10.0
1.65E+07
4.33E+05
2.18E+07
4.98E+05
4.04E+16
2.87E+15
5.32E+16
3.71E+15
2
T3
B737-300
CFM56-3B
Fleet
7
422
30-m
10.0
1.44E+07
6.48E+05
1.83E+07
7.37E+05
4.79E+16
5.71E+15
6.10E+16
7.16E+15
2
T3
B737-300
CFM56-3B
Fleet
4
368
30-m
10.0
1.39E+07
6.38E+05
1.74E+07
7.24E+05
4.34E+16
5.28E+15
5.44E+16
6.53E+15
3
T11
B737-300
CFM56-3B
Fleet
4
381
30-m
10.8
1.33E+06
2.70E+05
1.51 E+06
3.04E+05
6.32E+15
1.42E+15
7.18E+15
1.60E+15
3
T11
B737-300
CFM56-3B
Fleet
7
431
30-m
7.7
1.54E+06
7.46E+04
1.75E+06
8.20E+04
6.00E+15
6.46E+14
6.82E+15
7.30E+14
3
T11
B737-300
CFM56-3B
Fleet
15
622
30-m
7.8
2.44E+06
2.19E+05
2.83E+06
2.63E+05
6.57E+15
8.07E+14
7.61 E+15
9.54E+14
3
T11
B737-300
CFM56-3B
Fleet
30
1090
30-m
8.9
3.71 E+06
2.48E+05
4.32E+06
2.94E+05
7.61 E+15
6.67E+14
8.88E+15
7.86E+14
3
T11
B737-300
CFM56-3B
Fleet
45
1530
30-m
6.0
3.90E+06
1.09E+05
4.56E+06
1.34E+05
6.88E+15
2.90E+14
8.03E+15
3.48E+14
3
T11
B737-300
CFM56-3B
Fleet
65
2179
30-m
6.3
4.03E+06
1.03E+05
4.73E+06
1.27E+05
6.16E+15
2.60E+14
7.22E+15
3.11E+14
3
T11
B737-300
CFM56-3B
Fleet
85
2815
30-m
4.7
3.71 E+06
1.49E+05
4.36E+06
1.74E+05
4.97E+15
2.75E+14
5.83E+15
3.22E+14
3
T11
B737-300
CFM56-3B
Fleet
100
3564
30-m
1.2
3.43E+06
2.70E+05
4.04E+06
3.12E+05
4.22E+15
3.70E+14
4.96E+15
4.30E+14
3
T2
Lear 25
CJ610-8ATJ
Fleet
7
182
15-m
4.5
7.57E+05
7.10E+04
9.56E+05
8.90E+04
7.03E+16
1.24E+16
8.88E+16
1.56E+16
3
T2
Lear 25
CJ610-8ATJ
Fleet
15
304
15-m
5.2
6.69E+06
1.01 E+06
8.32E+06
1.21 E+06
1.79E+16
3.54E+15
2.22E+16
4.31E+15
3
T2
Lear 25
CJ610-8ATJ
Fleet
30
452
15-m
7.1
6.29E+06
5.92E+05
7.96E+06
7.21 E+05
1.20E+16
1.30E+15
1.51E+16
1.60E+15
3
T2
Lear 25
CJ610-8ATJ
Fleet
45
568
15-m
6.6
4.74E+06
4.25E+05
5.99E+06
5.49E+05
7.93E+15
7.78E+14
1.00E+16
1.00E+15
3
T2
Lear 25
CJ610-8ATJ
Fleet
65
760
15-m
7.4
4.08E+06
1.39E+05
4.95E+06
1.64E+05
5.93E+15
3.11E+14
7.21 E+15
3.73E+14
3
T2
Lear 25
CJ610-8ATJ
Fleet
85
999
15-m
2.3
5.03E+06
2.01 E+05
5.99E+06
2.27E+05
6.06E+15
2.97E+14
7.21 E+15
3.41E+14
3
T2
Lear 25
CJ610-8ATJ
Fleet
85
999
30-m
5.7
3.80E+06
4.18E+05
4.53E+06
4.77E+05
7.52E+15
9.55E+14
8.96E+15
1.10E+15
3
T2
Lear 25
CJ610-8ATJ
Fleet
100
1226
30-m
7.2
4.35E+06
2.27E+05
5.11 E+06
2.61 E+05
7.63E+15
5.96E+14
8.97E+15
6.93E+14
3
T2
Lear 25
CJ610-8ATJ
Fleet
7
182
30-m

2.43E+05
7.81 E+05
3.02E+05
9.63E+05
9.90E+15
3.24E+16
1.23E+16
4.00E+16
3
T2
Lear 25
CJ610-8ATJ
Fleet
7
182
15-m
5.1
4.23E+06
2.01 E+05
5.22E+06
2.47E+05
1.72E+17
1.09E+17
2.13E+17
1.34E+17
3
T2
Lear 25
CJ610-8ATJ
Fleet
100
1226
15-m
2.3
6.18E+06
2.78E+05
7.28E+06
2.99E+05
6.52E+15
3.37E+14
7.68E+15
3.71E+14
3
T2
Lear 25
CJ610-8ATJ
Fleet
65
763
15-m
2.2
5.36E+06
8.87E+05
6.52E+06
1.13E+06
7.26E+15
1.24E+15
8.83E+15
1.58E+15
3
T2
Lear 25
CJ610-8ATJ
Fleet
45
568
15-m
2.1
7.48E+06
5.59E+05
9.50E+06
7.39E+05
1.23E+16
1.02E+15
1.56E+16
1.34E+15
3
T2
Lear 25
CJ610-8ATJ
Fleet
30
454
15-m
2.5
8.70E+06
3.77E+05
1.10E+07
4.45E+05
1.71E+16
1.37E+15
2.15E+16
1.70E+15
E-6

-------
Table E-2 (continued)
APEX
Test
Aircraft
Engine
Fuel
Power
Fuel
Flow
Rack
Run
Time
Concentration (#/cm3)
Emission Index (#/kg fuel)
No Loss Corr
Loss Corr
No Loss Corr
Loss Corr
%
kg/h
min
Average
SD
Average
SD
Average
SD
Average
SD
3
T2
Lear 25
CJ610-8ATJ
Fleet
15
304
15-m
2.2
8.40E+06
5.02E+05
1.04E+07
5.75E+05
2.12E+16
2.74E+15
2.63E+16
3.35E+15
3
T2
Lear 25
CJ610-8ATJ
Fleet
7
182
15-m
1.6
7.20E+05
2.06E+05
9.01 E+05
2.57E+05
3.18E+16 9.31E+15
3.98E+16
1.16E+16
3
T5
Lear 25
CJ610-8ATJ
Fleet
7
227
15-m
19.6
1.44E+06
4.93E+06
1.85E+06
6.27E+06
2.16E+16
7.42E+16
2.78E+16
9.45E+16
3
T5
Lear 25
CJ610-8ATJ
Fleet
15
303
15-m
14.6
3.76E+07
1.33E+07
4.75E+07
1.64E+07
1.46E+17
6.57E+16
1.84E+17
8.17E+16
3
T5
Lear 25
CJ610-8ATJ
Fleet
30
452
15-m
7.5
4.26E+07
3.55E+06
5.42E+07
4.28E+06
1.13E+17
1.38E+16
1.44E+17
1.72E+16
3
T5
Lear 25
CJ610-8ATJ
Fleet
45
567
15-m
7.1
3.34E+07
2.28E+06
4.25E+07
2.81 E+06
8.81E+16
9.57E+15
1.12E+17
1.20E+16
3
T5
Lear 25
CJ610-8ATJ
Fleet
65
763
15-m
8.8
3.05E+07
1.19E+06
3.73E+07
1.40E+06
6.44E+16
3.50E+15
7.86E+16
4.20E+15
3
T5
Lear 25
CJ610-8ATJ
Fleet
85
1009
15-m
7.9
3.89E+07
9.78E+05
4.64E+07
1.11 E+06
7.24E+16
1.10E+16
8.62E+16
1.31E+16
3
T5
Lear 25
CJ610-8ATJ
Fleet
100
1226
15-m
7.2
4.42E+07
9.99E+05
5.21 E+07
1.12E+06
7.30E+16
2.32E+15
8.61 E+16
2.67E+15
3
T5
Lear 25
CJ610-8ATJ
Fleet
7
227
30-m
19.3
7.76E+05
4.10E+06
9.95E+05
5.02E+06
7.03E+15
3.72E+16
9.01 E+15
4.56E+16
3
T5
Lear 25
CJ610-8ATJ
Fleet
100
1226
30-m
7.5
2.65E+07
2.23E+06
3.13E+07
2.56E+06
8.08E+16
9.81E+15
9.56E+16
1.14E+16
3
T5
Lear 25
CJ610-8ATJ
Fleet
85
1009
30-m
7.6
2.30E+07
1.83E+06
2.75E+07
2.14E+06
7.48E+16
8.39E+15
8.94E+16
9.91 E+15
3
T5
Lear 25
CJ610-8ATJ
Fleet
65
763
30-m
7.3
1.85E+07
1.50E+06
2.29E+07
1.82E+06
6.53E+16
6.25E+15
8.08E+16
7.65E+15
3
T5
Lear 25
CJ610-8ATJ
Fleet
45
567
30-m
10.4
2.80E+07
2.03E+06
3.71 E+07
2.61 E+06
1.07E+17
1.05E+16
1.43E+17
1.37E+16
3
T5
Lear 25
CJ610-8ATJ
Fleet
30
452
30-m
4.9
2.94E+07
1.96E+06
3.88E+07
2.54E+06
1.11E+17
9.54E+15
1.46E+17
1.25E+16
3
T5
Lear 25
CJ610-8ATJ
Fleet
7
227
30-m
10.5
4.11E+05
2.43E+06
5.30E+05
3.15E+06
3.99E+15
2.36E+16
5.14E+15
3.05E+16
3
T3
EMB145
AE3007A1E
Fleet
8.4
174
15-m
17.3
8.35E+05
1.65E+04
1.23E+06
2.42E+04
1.85E+16
1.20E+16
2.74E+16
1.77E+16
3
T3
EMB145
AE3007A1E
Fleet
15
238
15-m
6.7
5.14E+05
2.42E+05
7.66E+05
3.67E+05
6.28E+15
3.70E+15
9.36E+15
5.59E+15
3
T3
EMB145
AE3007A1E
Fleet
30
389
15-m
6.8
6.18E+05
2.47E+05
9.34E+05
3.81 E+05
5.90E+15
2.77E+15
8.91 E+15
4.24E+15
3
T3
EMB145
AE3007A1E
Fleet
45
555
15-m
7.6
6.40E+05
2.09E+05
9.63E+05
3.18E+05
4.86E+15
1.77E+15
7.31E+15
2.69E+15
3
T3
EMB145
AE3007A1E
Fleet
65
805
15-m
7.2
6.91 E+05
2.14E+05
1.05E+06
3.33E+05
4.36E+15
1.50E+15
6.66E+15
2.33E+15
3
T3
EMB145
AE3007A1E
Fleet
85
1082
15-m
8.2
8.51 E+05
4.57E+05
1.30E+06
6.93E+05
4.99E+15
2.84E+15
7.63E+15
4.31E+15
3
T3
EMB145
AE3007A1E
Fleet
100
1286
15-m
2.3
6.96E+05
2.64E+05
1.06E+06
4.08E+05
3.84E+15
1.61E+15
5.87E+15
2.48E+15
3
T3
EMB145
AE3007A1E
Fleet
8.4
172
15-m
7.9
6.93E+05
9.41 E+05
1.02E+06
1.39E+06
1.38E+16
2.06E+16
2.04E+16
3.05E+16
3
T3
EMB145
AE3007A1E
Fleet
100
1299
15-m
2.3
6.88E+05
4.30E+05
1.04E+06
6.45E+05
3.73E+15
2.41E+15
5.63E+15
3.62E+15
3
T3
EMB145
AE3007A1E
Fleet
85
1088
15-m
8.0
3.76E+05
1.37E+05
5.51 E+05
2.10E+05
2.40E+15
9.84E+14
3.51E+15
1.50E+15
3
T3
EMB145
AE3007A1E
Fleet
65
810
15-m
6.9
2.66E+05
8.29E+04
3.90E+05
1.28E+05
2.22E+15
7.80E+14
3.26E+15
1.19E+15
3
T3
EMB145
AE3007A1E
Fleet
45
563
15-m
7.9
2.05E+05
7.38E+04
2.95E+05
1.12E+05
2.16E+15
9.04E+14
3.10E+15
1.35E+15
3
T3
EMB145
AE3007A1E
Fleet
30
392
15-m
8.6
2.74E+06
1.31 E+06
3.99E+06
1.93E+06
2.96E+16
1.54E+16
4.31E+16
2.27E+16
3
T3
EMB145
AE3007A1E
Fleet
15
235
15-m
9.9
4.73E+06
1.46E+06
7.02E+06
2.23E+06
5.40E+16
2.06E+16
8.02E+16
3.12E+16
3
T3
EMB145
AE3007A1E
Fleet
8.4
173
15-m
6.8
9.98E+06
2.47E+05
7.79E+06
7.87E+05
2.03E+17
1.22E+17
1.59E+17
9.62E+16
3
T4
EMB145
AE3007A1E
Fleet
8.4
168
15-m
7.0
1.91E+04
6.26E+04
2.52E+04
8.95E+04
5.63E+14
1.85E+15
7.41E+14
2.64E+15
3
T4
EMB145
AE3007A1E
Fleet
15
239
15-m
4.9
2.21 E+04
2.63E+04
2.85E+04
3.80E+04
5.77E+14
7.05E+14
7.47E+14
1.01 E+15
3
T4
EMB145
AE3007A1E
Fleet
30
385
15-m
6.9
4.96E+04
3.86E+04
6.72E+04
5.62E+04
8.51E+14
7.14E+14
1.15E+15
1.03E+15
3
T4
EMB145
AE3007A1E
Fleet
45
547
15-m
4.8
1.19E+06
7.98E+05
1.71 E+06
1.19E+06
1.33E+16
9.88E+15
1.92E+16
1.47E+16
3
T4
EMB145
AE3007A1E
Fleet
65
788
15-m
7.6
2.83E+06
1.18E+06
4.10E+06
1.79E+06
1.83E+16
8.48E+15
2.65E+16
1.27E+16
3
T4
EMB145
AE3007A1E
Fleet
85
1050
15-m
6.8
4.52E+06
3.15E+06
6.63E+06
4.88E+06
2.18E+16
1.56E+16
3.20E+16
2.41E+16
3
T4
EMB145
AE3007A1E
Fleet
100
1253
15-m
2.2
5.27E+06
3.29E+06
7.75E+06
5.06E+06
2.08E+16
1.31E+16
3.06E+16
2.01 E+16
3
T4
EMB145
AE3007A1E
Fleet
8.4
168
15-m
6.4
1.40E+05
5.83E+05
1.90E+05
8.63E+05
4.54E+15
1.89E+16
6.14E+15
2.79E+16
3
T4
EMB145
AE3007A1E
Fleet
100
1252
15-m
2.2
1.83E+06
5.12E+05
2.32E+06
6.95E+05
8.17E+15
2.74E+15
1.04E+16
3.65E+15
3
T4
EMB145
AE3007A1E
Fleet
85
1041
15-m
9.9
2.34E+06
6.14E+05
3.20E+06
9.08E+05
1.19E+16
3.56E+15
1.62E+16
5.17E+15
3
T4
EMB145
AE3007A1E
Fleet
8.4
168
15-m
9.9
4.96E+04
1.00E+05
5.86E+04
1.32E+05
1.64E+15
3.31E+15
1.93E+15
4.36E+15
3
T4
EMB145
AE3007A1E
Fleet
85
1052
15-m
2.2
1.62E+06
5.44E+05
2.08E+06
7.45E+05
9.43E+15
3.64E+15
1.21 E+16
4.91 E+15
3
T4
EMB145
AE3007A1E
Fleet
65
786
15-m
7.2
1.69E+06
6.81 E+05
2.34E+06
9.85E+05
1.28E+16
5.93E+15
1.76E+16
8.49E+15
3
T4
EMB145
AE3007A1E
Fleet
45
549
15-m
6.8
6.86E+05
5.06E+05
9.56E+05
7.41 E+05
9.90E+15
8.06E+15
1.38E+16
1.17E+16
3
T4
EMB145
AE3007A1E
Fleet
30
384
15-m
4.7
1.38E+05
1.69E+05
1.78E+05
2.32E+05
3.72E+15
4.71E+15
4.79E+15
6.46E+15
3
T4
EMB145
AE3007A1E
Fleet
15
231
15-m
4.6
5.35E+04
5.38E+04
6.46E+04
7.50E+04
1.78E+15
1.80E+15
2.15E+15
2.50E+15
3
T4
EMB145
AE3007A1E
Fleet
8.4
167
15-m
5.9
7.06E+04
3.39E+05
9.24E+04
5.08E+05
2.43E+15
1.17E+16
3.18E+15
1.75E+16
3
T10
EMB145
AE3007A1/1
Fleet
8.4
179
30-m
5.9
1.89E+06
7.03E+05
2.77E+06
1.00E+06
2.58E+16
1.89E+16
3.79E+16
2.76E+16
3
T10
EMB145
AE3007A1/1
Fleet
15
233
30-m
4.5
1.85E+06
4.23E+05
2.86E+06
6.34E+05
1.56E+16
4.75E+15
2.42E+16
7.21 E+15
3
T10
EMB145
AE3007A1/1
Fleet
30
372
30-m
9.0
2.40E+06
5.44E+05
3.69E+06
7.78E+05
1.47E+16
3.51E+15
2.26E+16
5.06E+15
3
T10
EMB145
AE3007A1/1
Fleet
45
524
30-m
8.6
2.37E+06
3.18E+05
3.64E+06
4.65E+05
1.29E+16
2.22E+15
1.98E+16
3.32E+15
3
T10
EMB145
AE3007A1/1
Fleet
65
750
30-m
4.9
2.95E+06
4.05E+05
4.47E+06
5.74E+05
1.30E+16
2.01 E+15
1.98E+16
2.89E+15
3
T10
EMB145
AE3007A1/1
Fleet
85
971
30-m
5.1
3.01 E+06
3.26E+05
4.57E+06
4.63E+05
1.17E+16
1.55E+15
1.78E+16
2.25E+15
3
T10
EMB145
AE3007A1/1
Fleet
100
1171
30-m
4.0
2.84E+06
2.19E+05
4.33E+06
3.14E+05
1.00E+16
9.67E+14
1.53E+16
1.42E+15
3
T10
EMB145
AE3007A1/1
Fleet
8.4
177
30-m
6.3
2.02E+06
7.22E+05
2.99E+06
1.03E+06
2.53E+16
1.26E+16
3.74E+16
1.83E+16
3
T10
EMB145
AE3007A1/1
Fleet
100
1180
30-m
4.7
2.38E+06
2.36E+05
3.66E+06
3.46E+05
8.25E+15
8.84E+14
1.27E+16
1.31E+15
3
T10
EMB145
AE3007A1/1
Fleet
85
982
30-m
5.1
2.40E+06
1.84E+05
3.69E+06
2.71 E+05
9.18E+15
8.51E+14
1.41E+16
1.27E+15
3
T10
EMB145
AE3007A1/1
Fleet
65
767
30-m
5.2
1.90E+06
3.84E+05
2.95E+06
5.78E+05
9.13E+15
2.32E+15
1.42E+16
3.54E+15
3
T10
EMB145
AE3007A1/1
Fleet
45
529
30-m
5.0
1.94E+06
1.64E+05
3.03E+06
2.44E+05
1.03E+16
1.10E+15
1.61 E+16
1.66E+15
3
T10
EMB145
AE3007A1/1
Fleet
30
371
30-m
5.3
1.50E+06
2.77E+05
2.35E+06
4.26E+05
9.77E+15
2.31E+15
1.54E+16
3.59E+15
3
T10
EMB145
AE3007A1/1
Fleet
15
231
30-m
5.9
1.03E+06
2.83E+05
1.63E+06
4.45E+05
9.25E+15
3.22E+15
1.46E+16
5.06E+15
3
T10
EMB145
AE3007A1/1
Fleet
8.4
178
30-m
4.3
2.35E+06
8.37E+05
3.46E+06
1.19E+06
2.60E+16
1.28E+16
3.82E+16
1.85E+16
3
T6
A300
P&W4158
Fleet
7
610
30-m
9.7
9.62E+05
7.82E+04
1.23E+06
9.40E+04
3.67E+15
3.90E+14
4.69E+15
4.81E+14
3
T6
A300
P&W4158
Fleet
15
1014
30-m
7.7
6.44E+05
6.09E+04
9.14E+05
7.45E+04
2.17E+15
2.33E+14
3.08E+15
2.95E+14
3
T6
A300
P&W4158
Fleet
30
2245
30-m
7.1
7.05E+05
5.12E+04
9.90E+05
6.99E+04
1.48E+15
1.14E+14
2.08E+15
1.56E+14
3
T6
A300
P&W4158
Fleet
45
3726
30-m
8.5
7.05E+05
1.39E+05
9.80E+05
1.89E+05
1.11E+15
2.20E+14
1.54E+15
3.00E+14
3
T6
A300
P&W4158
Fleet
65
5827
30-m
2.1
6.19E+05
2.26E+05
8.24E+05
3.08E+05
7.06E+14
2.58E+14
9.41E+14
3.52E+14
3
T6
A300
P&W4158
Fleet
7
595
30-m
9.0
1.11 E+06
1.07E+05
1.43E+06
1.26E+05
4.67E+15
6.91 E+14
6.04E+15
8.61 E+14
3
T6
A300
P&W4158
Fleet
65
5658
30-m
4.8
7.58E+05
1.87E+05
1.02E+06
2.55E+05
8.70E+14
2.16E+14
1.17E+15
2.94E+14
3
T6
A300
P&W4158
Fleet
80
7026
30-m
4.8
4.82E+05
1.31 E+05
5.77E+05
1.80E+05
4.75E+14
1.30E+14
5.69E+14
1.78E+14
3
T6
A300
P&W4158
Fleet
7
368
30-m
8.0
1.12E+06
1.58E+05
1.44E+06
1.86E+05
4.52E+15
7.61 E+14
5.85E+15
9.21 E+14
3
T6
A300
P&W4158
Fleet
80
7026
30-m
5.4
5.46E+05
1.18E+05
6.59E+05
1.56E+05
5.54E+14
1.20E+14
6.68E+14
1.59E+14
E-7

-------
Table E-2 (continued)
APEX
Test
Aircraft
Engine
Fuel
Power
Fuel
Flow
Rack
Run
Time
Concentration (#/cm3)
Emission Index (#/kg fuel)
No Loss Corr
Loss Corr
No Loss Corr
Loss Corr
%
kg/h
min
Average
SD
Average
SD
Average
SD
Average
SD
3
T6
A300
P&W4158
Fleet
65
5658
30-m
6.8
4.93E+05
6.99E+04
6.42E+05
9.43E+04
5.79E+14
8.34E+13
7.54E+14
1.12E+14
3
T6
A300
P&W4158
Fleet
45
3834
30-m
7.8
7.07E+05
7.70E+04
9.90E+05
1.08E+05
1.10E+15
1.22E+14
1.54E+15
1.71E+14
3
T6
A300
P&W4158
Fleet
30
2465
30-m
6.8
6.98E+05
5.45E+04
9.91 E+05
7.60E+04
1.49E+15
1.27E+14
2.12E+15
1.77E+14
3
T6
A300
P&W4158
Fleet
15
1097
30-m
6.5
7.13E+05
6.15E+04
1.02E+06
8.43E+04
2.32E+15
2.34E+14
3.32E+15
3.25E+14
3
T6
A300
P&W4158
Fleet
7
368
30-m
7.1
1.30E+06
9.65E+04
1.67E+06
1.15E+05
5.17E+15
5.67E+14
6.66E+15
7.05E+14
3
T7
A300
P&W4158
Fleet
7
600
30-m
5.8
1.76E+06
1.83E+05
2.22E+06
2.34E+05
6.21 E+15
6.93E+14
7.81E+15
8.83E+14
3
T7
A300
P&W4158
Fleet
15
1035
30-m
5.5
1.23E+06
8.67E+04
1.70E+06
1.06E+05
3.65E+15
3.20E+14
5.07E+15
4.10E+14
3
T7
A300
P&W4158
Fleet
30
2230
30-m
5.5
1.36E+06
1.40E+05
1.88E+06
1.86E+05
2.76E+15
2.97E+14
3.81E+15
3.95E+14
3
T7
A300
P&W4158
Fleet
45
3688
30-m
5.4
1.30E+06
1.82E+05
1.78E+06
2.51 E+05
1.98E+15
2.83E+14
2.72E+15
3.90E+14
3
T7
A300
P&W4158
Fleet
65
5702
30-m
5.3
1.18E+06
2.05E+05
1.58E+06
2.78E+05
1.34E+15
2.35E+14
1.80E+15
3.18E+14
3
T7
A300
P&W4158
Fleet
80
7100
30-m
5.1
8.83E+05
1.80E+05
1.10E+06
2.36E+05
8.69E+14
1.78E+14
1.09E+15
2.33E+14
3
T7
A300
P&W4158
Fleet
7
591
30-m
9.2
2.14E+06
1.33E+05
2.71 E+06
1.59E+05
7.66E+15
5.64E+14
9.74E+15
6.87E+14
3
T7
A300
P&W4158
Fleet
80
7200
30-m
3.5
1.04E+06
2.22E+05
1.30E+06
2.92E+05
1.02E+15
2.19E+14
1.28E+15
2.87E+14
3
T7
A300
P&W4158
Fleet
65
5711
30-m
3.8
1.18E+06
2.30E+05
1.58E+06
3.16E+05
1.34E+15
2.65E+14
1.81E+15
3.63E+14
3
T7
A300
P&W4158
Fleet
30
2252
30-m
5.8
1.44E+06
1.56E+05
2.01 E+06
2.14E+05
2.88E+15
3.22E+14
4.02E+15
4.41E+14
3
T7
A300
P&W4158
Fleet
7
596
30-m
6.1
2.28E+06
1.75E+05
2.91 E+06
1.96E+05
8.26E+15
8.14E+14
1.06E+16
9.65E+14
3
T8
B757
RB211
Fleet
4
566
30-m
6.6
1.27E+06
2.31 E+05
1.80E+06
3.01 E+05
1.65E+16
3.07E+15
2.34E+16
4.01 E+15
3
T8
B757
RB211
Fleet
7
770
30-m
6.3
1.25E+06
2.97E+05
1.70E+06
3.90E+05
1.55E+16
3.69E+15
2.11E+16
4.85E+15
3
T8
B757
RB211
Fleet
15
1191
30-m
5.2
2.67E+06
6.80E+05
3.56E+06
9.08E+05
7.83E+15
2.06E+15
1.04E+16
2.75E+15
3
T8
B757
RB211
Fleet
30
2109
30-m
5.5
2.57E+06
8.22E+05
3.38E+06
1.06E+06
5.42E+15
1.74E+15
7.13E+15
2.24E+15
3
T8
B757
RB211
Fleet
45
3178
30-m
5.2
1.67E+06
2.45E+05
2.13E+06
3.09E+05
2.77E+15
4.13E+14
3.54E+15
5.21 E+14
3
T8
B757
RB211
Fleet
65
4750
30-m
5.0
1.00E+06
8.77E+04
1.18E+06
1.09E+05
1.29E+15
1.16E+14
1.52E+15
1.45E+14
3
T8
B757
RB211
Fleet
85
6096
30-m
0.4
9.39E+05
1.12E+05
1.22E+06
1.61 E+05
1.05E+15
1.30E+14
1.36E+15
1.86E+14
3
T8
B757
RB211
Fleet
7
782
30-m
0.3
2.17E+06
4.45E+05
2.91 E+06
5.96E+05
1.11E+16
2.92E+15
1.48E+16
3.91 E+15
3
T8
B757
RB211
Fleet
85
6449
30-m
4.8
8.81 E+05
1.54E+05
1.14E+06
2.16E+05
9.72E+14
1.74E+14
1.26E+15
2.42E+14
3
T8
B757
RB211
Fleet
4
552
30-m
0.6
1.93E+06
5.26E+05
3.47E+06
7.32E+05
7.69E+15
2.16E+15
1.38E+16
3.07E+15
3
T8
B757
RB211
Fleet
65
4691
43-m
5.6
8.84E+05
9.44E+04
1.37E+06
1.68E+05
1.50E+15
1.64E+14
2.32E+15
2.89E+14
3
T8
B757
RB211
Fleet
45
3436
43-m
6.4
1.05E+06
1.53E+05
1.89E+06
2.80E+05
2.08E+15
3.09E+14
3.74E+15
5.64E+14
3
T8
B757
RB211
Fleet
30
2131
43-m
4.2
1.36E+06
1.19E+05
2.59E+06
2.37E+05
3.56E+15
3.47E+14
6.77E+15
6.87E+14
3
T8
B757
RB211
Fleet
15
1178
43-m
6.5
1.55E+06
9.07E+04
3.01 E+06
1.63E+05
5.66E+15
4.26E+14
1.09E+16
7.90E+14
3
T8
B757
RB211
Fleet
7
654
43-m
5.0
1.87E+06
1.65E+05
3.45E+06
2.72E+05
9.26E+15
1.20E+15
1.71E+16
2.11E+15
3
T8
B757
RB211
Fleet
4
437
43-m
5.5
2.27E+06
1.90E+05
4.05E+06
3.11 E+05
1.34E+16
2.16E+15
2.40E+16
3.78E+15
3
T9
B757
RB211
Fleet
4
421
30-m
12.2
7.11 E+05
2.27E+05
8.72E+05
2.76E+05
4.13E+15
1.61 E+15
5.07E+15
1.96E+15
3
T9
B757
RB211
Fleet
7
690
30-m
8.1
1.82E+05
1.07E+05
2.56E+05
1.28E+05
7.53E+14
4.48E+14
1.06E+15
5.39E+14
3
T9
B757
RB211
Fleet
15
1221
30-m
8.6
1.76E+05
4.08E+04
2.54E+05
5.82E+04
6.30E+14
1.58E+14
9.06E+14
2.26E+14
3
T9
B757
RB211
Fleet
30
2004
30-m
9.7
1.44E+05
2.51 E+04
1.91 E+05
3.60E+04
3.65E+14
6.76E+13
4.84E+14
9.60E+13
3
T9
B757
RB211
Fleet
45
3068
30-m
10.1
1.65E+05
1.95E+04
1.92E+05
2.65E+04
3.33E+14
4.14E+13
3.89E+14
5.55E+13
3
T9
B757
RB211
Fleet
65
4479
30-m
6.4
2.54E+05
3.74E+04
2.82E+05
4.19E+04
4.02E+14
6.09E+13
4.47E+14
6.81E+13
3
T9
B757
RB211
Fleet
85
6233
30-m
5.2
1.67E+05
1.86E+04
1.86E+05
2.12E+04
2.12E+14
2.45E+13
2.35E+14
2.78E+13
3
T9
B757
RB211
Fleet
100
6966
30-m
1.7
1.22E+05
1.38E+04
1.36E+05
1.60E+04
1.44E+14
1.69E+13
1.60E+14
1.95E+13
3
T9
B757
RB211
Fleet
4
494
30-m
7.5
8.24E+05
1.70E+05
1.10E+06
2.19E+05
3.81E+15
9.36E+14
5.07E+15
1.22E+15
3
T9
B757
RB211
Fleet
100
6987
30-m
1.9
1.19E+05
2.14E+04
1.33E+05
2.41 E+04
1.49E+14
2.72E+13
1.65E+14
3.05E+13
3
T9
B757
RB211
Fleet
85
6307
30-m
5.3
1.65E+05
2.07E+04
1.84E+05
2.35E+04
2.15E+14
2.78E+13
2.39E+14
3.15E+13
3
T9
B757
RB211
Fleet
65
4551
30-m
5.6
2.83E+05
2.25E+04
3.14E+05
2.55E+04
4.43E+14
3.74E+13
4.92E+14
4.22E+13
3
T9
B757
RB211
Fleet
45
3111
30-m
5.6
2.15E+05
3.37E+04
2.66E+05
5.08E+04
4.23E+14
6.85E+13
5.23E+14
1.02E+14
3
T9
B757
RB211
Fleet
30
2037
30-m
8.6
2.43E+05
3.09E+04
3.41 E+05
4.59E+04
6.11E+14
8.30E+13
8.56E+14
1.22E+14
3
T9
B757
RB211
Fleet
15
1173
30-m
5.5
2.39E+05
4.73E+04
3.49E+05
6.92E+04
8.33E+14
1.74E+14
1.22E+15
2.54E+14
3
T9
B757
RB211
Fleet
7
668
30-m
4.0
1.40E+05
3.06E+04
2.04E+05
4.45E+04
6.41E+14
1.61E+14
9.33E+14
2.34E+14
3
T9
B757
RB211
Fleet
4
506
30-m
4.2
2.10E+05
5.77E+04
2.70E+05
7.34E+04
1.06E+15
3.27E+14
1.36E+15
4.18E+14

-------
Table E-3. Particle number emission indices and rates determined by the ELPI
APEX
Test
Aircraft
Engine
Fuel
Power
Fuel
Flow
Rack
Run
Time
Concentration (#/cm3)
Emission Index (#/kg fuel)
No Loss Corr
Loss Corr
No Loss Corr
Loss Corr
%
kg/h
min
Average
SD
Average
SD
Average
SD
Average
SD
1
EPA 1
DC8
CFM56-2C
Base
7
424
30-m
17.1
8.23E+06
3.33E+06
1.20E+07
4.77E+06
2.48E+16
1.04E+16
3.61 E+16
1.49E+16
1
EPA 1
DC8
CFM56-2C
Base
100
2906
30-m
0.8
2.91 E+06
1.28E+06
4.47E+06
2.12E+06
4.82E+15
2.14E+15
7.41E+15
3.53E+15
1
EPA 1
DC8
CFM56-2C
Base
85
2622
30-m
1.5
1.24E+06
2.06E+05
1.90E+06
2.94E+05
1.99E+15
3.64E+14
3.04E+15
5.26E+14
1
EPA 1
DC8
CFM56-2C
Base
85
2883
30-m
2.5
1.07E+06
6.31 E+05
1.64E+06
9.12E+05
1.87E+15
1.12E+15
2.85E+15
1.63E+15
1
EPA 1
DC8
CFM56-2C
Base
30
1012
30-m
4.1
1.89E+06
6.20E+05
2.89E+06
8.91 E+05
6.06E+15
2.28E+15
9.27E+15
3.33E+15
1
EPA 1
DC8
CFM56-2C
Base
7
436
30-m
27.0
5.81 E+06
1.35E+06
8.52E+06
1.93E+06
1.80E+16
5.12E+15
2.65E+16
7.40E+15
1
EPA 1
DC8
CFM56-2C
Base
100
2867
30-m
0.4
1.24E+06
3.94E+05
1.90E+06
5.69E+05
2.60E+15
8.44E+14
3.97E+15
1.22E+15
1
EPA 1
DC8
CFM56-2C
Base
30
1003
30-m
4.2
2.32E+06
3.78E+05
3.51 E+06
5.45E+05
6.57E+15
1.39E+15
9.93E+15
2.04E+15
1
EPA 1
DC8
CFM56-2C
Base
7
443
30-m
2.2
4.51 E+06
5.42E+05
6.66E+06
7.78E+05
1.23E+16
2.24E+15
1.81E+16
3.26E+15
1
EPA 1
DC8
CFM56-2C
Base
85
2829
30-m
2.3
1.26E+06
9.99E+05
1.92E+06
1.44E+06
1.98E+15
1.57E+15
3.01 E+15
2.27E+15
1
EPA 1
DC8
CFM56-2C
Base
7
442
30-m
16.3
3.61 E+06
8.85E+05
5.36E+06
1.27E+06
1.11E+16
3.36E+15
1.65E+16
4.88E+15
1
EPA 1
DC8
CFM56-2C
Base
100
3042
30-m
1.4
7.92E+05
2.84E+05
1.23E+06
4.07E+05
1.22E+15
4.39E+14
1.90E+15
6.30E+14
1
EPA 1
DC8
CFM56-2C
Base
85
2974
30-m
3.8
6.48E+05
6.95E+04
1.04E+06
9.73E+04
1.10E+15
1.32E+14
1.77E+15
1.90E+14
1
EPA 1
DC8
CFM56-2C
Base
30
991
30-m
CO
CO
1.75E+06
5.67E+05
2.69E+06
8.15E+05
5.10E+15
1.68E+15
7.84E+15
2.43E+15
1
EPA 1
DC8
CFM56-2C
Base
7
431
30-m
66.2
3.05E+06
8.91 E+05
4.54E+06
1.29E+06
1.04E+16
3.51E+15
1.55E+16
5.11E+15
1
EPA 1
DC8
CFM56-2C
Base
100
3064
30-m
0.8
3.27E+06
4.00E+06
4.79E+06
5.74E+06
5.93E+15
7.28E+15
8.70E+15
1.04E+16
1
EPA 1
DC8
CFM56-2C
Base
85
2786
30-m
2.2
4.77E+05
8.22E+04
7.96E+05
1.12E+05
7.97E+14
1.63E+14
1.33E+15
2.38E+14
1
EPA 1
DC8
CFM56-2C
Base
30
963
30-m
3.9
1.07E+06
1.26E+06
1.58E+06
1.80E+06
2.99E+15
3.54E+15
4.43E+15
5.06E+15
1
EPA 1
DC8
CFM56-2C
Base
7
440
30-m
9.0
3.74E+06
5.79E+05
5.55E+06
8.31 E+05
1.06E+16
1.73E+15
1.57E+16
2.49E+15
1
EPA 2
DC8
CFM56-2C
Base
7
436
30-m
17.2
1.60E+07
1.02E+06
2.30E+07
1.46E+06
5.41E+16
6.00E+15
7.79E+16
8.63E+15
1
EPA 2
DC8
CFM56-2C
Base
100
3180
30-m
0.7
8.70E+06
4.19E+06
1.24E+07
6.03E+06
1.68E+16
8.21 E+15
2.40E+16
1.18E+16
1
EPA 2
DC8
CFM56-2C
Base
85
2898
30-m
2.2
5.61 E+06
3.45E+05
8.02E+06
4.91 E+05
8.94E+15
8.14E+14
1.28E+16
1.16E+15
1
EPA 2
DC8
CFM56-2C
Base
30
1017
30-m
3.9
7.69E+06
7.96E+05
1.11E+07
1.14E+06
2.11E+16
2.71E+15
3.06E+16
3.90E+15
1
EPA 2
DC8
CFM56-2C
Base
7
409
30-m
26.7
1.21E+07
1.72E+06
1.74E+07
2.47E+06
4.28E+16
7.34E+15
6.18E+16
1.06E+16
1
EPA 2
DC8
CFM56-2C
Base
100
3178
30-m
0.8
8.52E+06
1.95E+06
1.22E+07
2.81E+06
1.46E+16
3.34E+15
2.08E+16
4.81 E+15
1
EPA 2
DC8
CFM56-2C
Base
85
2824
30-m
2.0
4.40E+06
4.64E+05
6.29E+06
6.64E+05
7.23E+15
7.90E+14
1.03E+16
1.13E+15
1
EPA 2
DC8
CFM56-2C
Base
30
1022
30-m
4.2
5.13E+06
6.66E+05
7.42E+06
9.59E+05
1.56E+16
2.65E+15
2.26E+16
3.83E+15
1
EPA 2
DC8
CFM56-2C
Base
7
418
30-m
26.1
8.58E+06
9.05E+05
1.24E+07
1.30E+06
3.47E+16
4.69E+15
5.01 E+16
6.76E+15
1
EPA 2
DC8
CFM56-2C
Base
100
3230
30-m
0.7
5.85E+06
1.62E+06
8.58E+06
2.64E+06
1.28E+16
3.79E+15
1.87E+16
6.09E+15
1
EPA 2
DC8
CFM56-2C
Base
85
2892
30-m
2.3
2.23E+06
4.38E+05
3.18E+06
6.41 E+05
3.56E+15
7.29E+14
5.08E+15
1.07E+15
1
EPA 2
DC8
CFM56-2C
Base
30
1017
30-m
4.0
4.37E+06
5.47E+05
6.33E+06
7.94E+05
1.48E+16
2.00E+15
2.14E+16
2.90E+15
1
EPA 2
DC8
CFM56-2C
Base
7
413
30-m
26.5
6.11 E+06
7.40E+05
8.84E+06
1.07E+06
2.41E+16
4.64E+15
3.48E+16
6.71E+15
1
EPA 2
DC8
CFM56-2C
Base
100
3137
30-m
0.8
3.54E+06
1.16E+06
5.23E+06
1.98E+06
5.20E+15
1.72E+15
7.69E+15
2.93E+15
1
EPA 2
DC8
CFM56-2C
Base
85
2825
30-m
2.3
1.30E+06
1.80E+05
1.85E+06
2.59E+05
2.10E+15
2.98E+14
2.98E+15
4.28E+14
1
EPA 2
DC8
CFM56-2C
Base
30
1038
30-m
4.2
3.05E+06
4.82E+05
4.43E+06
7.03E+05
9.36E+15
2.66E+15
1.36E+16
3.86E+15
1
EPA 2
DC8
CFM56-2C
Base
7
449
30-m
13.5
3.82E+06
3.82E+06
5.54E+06
8.41 E+05
1.77E+16
1.78E+16
2.57E+16
4.73E+15
1
NASAIa
DC8
CFM56-2C
Base
4
350
30-m
4.9
1.99E+07
3.29E+06
2.87E+07
4.72E+06
6.63E+16
1.53E+16
9.53E+16
2.20E+16
1
NASAIa
DC8
CFM56-2C
Base
100
3169
30-m
1.5
6.05E+06
7.31 E+05
8.60E+06
1.05E+06
1.04E+16
2.22E+15
1.47E+16
3.18E+15
1
NASAIa
DC8
CFM56-2C
Base
85
2928
30-m
2.9
5.75E+06
5.48E+05
8.22E+06
7.95E+05
9.29E+15
1.02E+15
1.33E+16
1.47E+15
1
NASAIa
DC8
CFM56-2C
Base
65
2107
30-m
4.0
7.75E+06
6.05E+05
1.12E+07
8.76E+05
1.46E+16
1.32E+15
2.11E+16
1.91 E+15
1
NASAIa
DC8
CFM56-2C
Base
4
327
30-m
CO
CO
1.60E+07
1.46E+06
2.31 E+07
2.10E+06
5.75E+16
1.29E+16
8.29E+16
1.86E+16
1
NASAIa
DC8
CFM56-2C
Base
100
3155
30-m
1.4
7.31 E+06
1.42E+06
1.05E+07
2.06E+06
1.54E+16
3.91 E+15
2.21 E+16
5.62E+15
1
NASAIa
DC8
CFM56-2C
Base
85
2883
30-m
3.0
5.35E+06
2.56E+05
7.66E+06
3.67E+05
8.77E+15
4.56E+14
1.26E+16
6.54E+14
1
NASAIa
DC8
CFM56-2C
Base
70
2288
30-m
3.8
6.13E+06
3.30E+05
8.83E+06
4.78E+05
1.05E+16
6.45E+14
1.52E+16
9.34E+14
1
NASAIa
DC8
CFM56-2C
Base
65
2070
30-m
4.2
6.78E+06
2.69E+05
9.79E+06
3.87E+05
1.28E+16
6.04E+14
1.85E+16
8.71E+14
1
NASAIa
DC8
CFM56-2C
Base
60
1902
30-m
3.9
6.92E+06
2.91 E+05
9.99E+06
4.19E+05
1.44E+16
8.58E+14
2.08E+16
1.24E+15
1
NASAIa
DC8
CFM56-2C
Base
4
336
30-m
10.7
1.29E+07
1.53E+06
1.87E+07
2.19E+06
5.14E+16
1.05E+16
7.40E+16
1.51E+16
1
NASAIa
DC8
CFM56-2C
Base
100
3146
30-m
1.5
5.60E+06
1.29E+06
8.02E+06
1.86E+06
1.00E+16
2.69E+15
1.44E+16
3.88E+15
1
NASAIa
DC8
CFM56-2C
Base
85
2946
30-m
3.8
4.06E+06
2.16E+05
5.82E+06
3.11 E+05
6.43E+15
3.76E+14
9.21 E+15
5.41E+14
1
NASAIa
DC8
CFM56-2C
Base
65
2102
30-m
3.7
5.39E+06
4.11 E+05
7.78E+06
5.95E+05
1.07E+16
1.60E+15
1.55E+16
2.31E+15
1
NASAIa
DC8
CFM56-2C
Base
4
336
30-m
8.4
1.11E+07
1.02E+06
1.59E+07
1.46E+06
4.82E+16
1.07E+16
6.95E+16
1.55E+16
1
NASAIa
DC8
CFM56-2C
Base
100
3110
30-m
1.5
4.61 E+06
8.89E+05
6.60E+06
1.28E+06
7.35E+15
1.51E+15
1.05E+16
2.18E+15
1
NASAIa
DC8
CFM56-2C
Base
85
2897
30-m
3.0
3.27E+06
1.40E+05
4.68E+06
2.02E+05
5.47E+15
2.66E+14
7.83E+15
3.83E+14
1
NASAIa
DC8
CFM56-2C
Base
65
2088
30-m
3.5
4.46E+06
3.63E+05
6.44E+06
5.25E+05
8.61 E+15
7.38E+14
1.24E+16
1.07E+15
1
NASAIa
DC8
CFM56-2C
Base
4
336
30-m
7.5
1.12E+07
1.05E+06
1.61 E+07
1.50E+06
3.71E+16
6.57E+15
5.35E+16
9.46E+15
1
NASAIa
DC8
CFM56-2C
Base
100
3055
30-m
1.5
4.09E+06
7.31 E+05
5.86E+06
1.05E+06
7.54E+15
1.80E+15
1.08E+16
2.59E+15
1
NASAIa
DC8
CFM56-2C
Base
85
2838
30-m
3.0
2.93E+06
1.20E+05
4.19E+06
1.73E+05
4.88E+15
3.40E+14
6.99E+15
4.88E+14
1
NASAIa
DC8
CFM56-2C
Base
70
2252
30-m
3.4
3.46E+06
2.19E+05
5.01 E+06
3.16E+05
6.83E+15
4.77E+14
9.87E+15
6.90E+14
1
NASAIa
DC8
CFM56-2C
Base
65
2122
30-m
3.8
3.71 E+06
1.30E+05
5.37E+06
1.87E+05
8.06E+15
3.13E+14
1.17E+16
4.50E+14
1
NASAIa
DC8
CFM56-2C
Base
60
1941
30-m
3.9
3.69E+06
1.69E+05
5.35E+06
2.44E+05
8.20E+15
1.15E+15
1.19E+16
1.67E+15
1
NASAIa
DC8
CFM56-2C
Base
4
331
30-m
4.2
9.22E+06
6.95E+05
1.33E+07
9.96E+05
3.82E+16
8.92E+15
5.50E+16
1.29E+16
1
EPA 3
DC8
CFM56-2C
Hi-Sulfur
7
445
30-m
17.1
3.70E+06
3.82E+05
5.31 E+06
5.42E+05
2.08E+16
6.42E+15
2.99E+16
9.21 E+15
1
EPA 3
DC8
CFM56-2C
Hi-Sulfur
100
3128
30-m
0.9
4.51 E+06
4.08E+04
4.54E+06
4.08E+04
7.57E+15
5.83E+14
7.63E+15
5.88E+14
1
EPA 3
DC8
CFM56-2C
Hi-Sulfur
85
2847
30-m
2.3
4.34E+06
7.51 E+04
4.37E+06
7.51E+04
7.18E+15
3.81E+14
7.24E+15
3.84E+14
1
EPA 3
DC8
CFM56-2C
Hi-Sulfur
76
2424
30-m
4.2
4.12E+06
5.67E+04
4.16E+06
5.67E+04
9.04E+15
1.33E+15
9.12E+15
1.34E+15
1
EPA 3
DC8
CFM56-2C
Hi-Sulfur
30
958
30-m
4.1
3.98E+06
6.43E+04
4.02E+06
6.43E+04
1.68E+16
1.32E+15
1.70E+16
1.33E+15
1
EPA 3
DC8
CFM56-2C
Hi-Sulfur
7
418
30-m
26.3
3.30E+06
5.13E+05
3.34E+06
5.13E+05
3.77E+16
2.06E+16
3.81E+16
2.08E+16
1
EPA 3
DC8
CFM56-2C
Hi-Sulfur
100

30-m
0.7
4.47E+06
5.71 E+04
4.51 E+06
5.71 E+04
1.14E+16
2.49E+15
1.15E+16
2.51E+15
1
EPA 3
DC8
CFM56-2C
Hi-Sulfur
85
2838
30-m
2.3
3.60E+06
5.90E+05
3.64E+06
5.90E+05
5.60E+15
1.07E+15
5.65E+15
1.07E+15
1
EPA 3
DC8
CFM56-2C
Hi-Sulfur
30
981
30-m
4.1
3.71 E+06
6.30E+04
3.75E+06
6.30E+04
2.08E+16
8.61 E+15
2.10E+16
8.69E+15
1
EPA 3
DC8
CFM56-2C
Hi-Sulfur
7
454
30-m
26.1
3.08E+06
6.64E+05
3.11 E+06
6.64E+05
3.58E+16
1.85E+16
3.62E+16
1.87E+16
E-9

-------
Table E-3 (continued)
APEX
Test
Aircraft
Engine
Fuel
Power
Fuel
Flow
Rack
Run
Time
Concentration (#/cm3)
Emission Index (#/kg fuel)
No Loss Corr
Loss Corr
No Loss Corr
Loss Corr
%
kg/h
min
Average
SD
Average
SD
Average
SD
Average
SD
1
EPA 3
DC8
CFM56-2C
H
-Sulfur
100
3110
30-m
0.7
4.43E+06
8.55E+04
4.47E+06
8.55E+04
1.62E+16
4.34E+15
1.63E+16
4.37E+15
1
EPA 3
DC8
CFM56-2C
H
-Sulfur
85
2860
30-m
2.3
4.10E+06
6.33E+04
4.14E+06
6.33E+04
7.40E+15
5.18E+14
7.46E+15
5.22E+14
1
EPA 3
DC8
CFM56-2C
H
-Sulfur
30
944
30-m
4.1
3.78E+06
4.47E+04
3.82E+06
4.47E+04
2.02E+16
6.72E+15
2.04E+16
6.78E+15
1
EPA 3
DC8
CFM56-2C
H
-Sulfur
7
445
30-m
26.0
2.62E+06
7.73E+05
2.65E+06
7.73E+05
2.82E+16
1.43E+16
2.86E+16
1.44E+16
1
EPA 3
DC8
CFM56-2C
H
-Sulfur
100
3110
30-m
0.7
4.27E+06
1.26E+05
4.31E+06
1.26E+05
8.75E+15
4.96E+14
8.82E+15
4.99E+14
1
EPA 3
DC8
CFM56-2C
H
-Sulfur
85
2815
30-m
2.2
4.15E+06
9.31 E+04
4.18E+06
9.31E+04
7.11E+15
3.95E+14
7.18E+15
3.98E+14
1
EPA 3
DC8
CFM56-2C
H
-Sulfur
30
972
30-m
3.9
3.84E+06
6.11E+04
3.88E+06
6.11E+04
1.57E+16
5.39E+15
1.58E+16
5.44E+15
1
EPA 3
DC8
CFM56-2C
H
-Sulfur
7
427
30-m
9.3
3.00E+06
7.10E+05
3.03E+06
7.10E+05
3.93E+16
2.19E+16
3.98E+16
2.21 E+16
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
4
345
30-m
3.3
4.10E+06
5.91 E+04
5.84E+06
7.63E+04
1.22E+16
7.96E+14
1.73E+16
1.13E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
100
3020
30-m
1.5
2.22E+06
1.15E+06
3.11E+06
1.64E+06
3.84E+15
2.04E+15
5.39E+15
2.91 E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
85
2715
30-m
3.1
7.37E+05
4.27E+04
1.01 E+06
5.54E+04
1.12E+15
7.51E+13
1.55E+15
9.90E+13
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
65
2072
30-m
4.1
2.93E+06
7.77E+05
4.20E+06
1.12E+06
5.39E+15
1.45E+15
7.74E+15
2.09E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
40
1245
30-m
4.1
3.97E+06
1.04E+05
5.67E+06
1.35E+05
9.32E+15
5.69E+14
1.33E+16
7.99E+14
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
30
950
30-m
4.0
4.10E+06
5.07E+04
5.84E+06
6.55E+04
1.08E+16
7.06E+14
1.53E+16
1.00E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
7
402
30-m
3.6
4.09E+06
3.06E+04
5.83E+06
3.95E+04
1.33E+16
9.36E+14
1.89E+16
1.33E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
4
350
30-m
8.8
4.13E+06
5.27E+04
5.87E+06
6.80E+04
1.30E+16
1.12E+15
1.85E+16
1.59E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
100
2963
30-m
1.5
2.85E+06
1.27E+06
4.03E+06
1.81E+06
4.58E+15
2.09E+15
6.48E+15
2.97E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
85
2676
30-m
2.9
6.79E+05
8.43E+04
9.43E+05
1.18E+05
1.11E+15
1.40E+14
1.54E+15
1.96E+14
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
65
2053
30-m
4.1
1.26E+06
3.95E+05
1.81 E+06
5.73E+05
2.32E+15
7.30E+14
3.33E+15
1.06E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
40
1238
30-m
4.0
3.69E+06
4.49E+05
5.29E+06
6.38E+05
9.03E+15
1.27E+15
1.30E+16
1.81 E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
30
954
30-m
4.2
4.00E+06
5.65E+04
5.71 E+06
7.28E+04
1.14E+16
1.25E+15
1.63E+16
1.78E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
7
413
30-m
3.8
3.82E+06
3.17E+04
5.48E+06
4.13E+04
2.02E+16
2.85E+15
2.89E+16
4.09E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
4
341
30-m
7.9
4.02E+06
1.09E+05
5.74E+06
1.40E+05
1.42E+16
1.83E+15
2.03E+16
2.61 E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
100
2968
30-m
1.5
2.07E+06
1.32E+06
2.92E+06
1.88E+06
3.48E+15
2.22E+15
4.90E+15
3.17E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
85
2791
30-m
4.0
5.98E+05
7.95E+04
8.26E+05
1.09E+05
9.66E+14
1.34E+14
1.33E+15
1.84E+14
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
70
2191
30-m
3.7
9.57E+05
2.24E+05
1.37E+06
3.27E+05
1.75E+15
4.15E+14
2.51E+15
6.04E+14
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
65
2013
30-m
3.4
1.35E+06
1.80E+05
1.94E+06
2.60E+05
2.62E+15
3.62E+14
3.77E+15
5.23E+14
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
60
1855
30-m
3.5
2.72E+06
8.14E+05
3.91 E+06
1.16E+06
5.46E+15
1.64E+15
7.84E+15
2.33E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
40
1224
30-m
3.5
4.22E+06
5.80E+04
5.99E+06
7.47E+04
1.04E+16
7.51E+14
1.48E+16
1.06E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
30
962
30-m
3.5
4.10E+06
1.31E+05
5.84E+06
1.68E+05
1.35E+16
1.13E+15
1.92E+16
1.59E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
15
543
30-m
3.5
3.84E+06
1.42E+05
5.50E+06
1.94E+05
2.14E+16
6.49E+15
3.06E+16
9.29E+15
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
7
424
30-m
3.6
3.14E+06
6.66E+05
4.51 E+06
9.49E+05
3.07E+16
1.31E+16
4.42E+16
1.88E+16
1
NASA 2
DC8
CFM56-2C
H
-Sulfur
5.5
381
30-m
3.8
3.24E+06
6.22E+05
4.66E+06
8.89E+05
2.26E+16
5.71E+15
3.25E+16
8.18E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
4
353
30-m
4.4
4.35E+06
3.44E+04
6.17E+06
4.44E+04
1.53E+16
1.70E+15
2.17E+16
2.41 E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
100
3121
30-m
1.8
4.55E+06
2.67E+04
6.43E+06
3.54E+04
8.73E+15
1.93E+15
1.23E+16
2.72E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
85
2785
30-m
3.3
4.52E+06
5.95E+03
6.39E+06
8.05E+03
7.01 E+15
2.38E+14
9.91 E+15
3.36E+14
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
65
2050
30-m
4.1
4.43E+06
1.84E+04
6.28E+06
2.38E+04
8.67E+15
4.22E+14
1.23E+16
5.97E+14
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
40
1241
30-m
20.0
1.06E+07
5.73E+06
1.52E+07
8.15E+06
2.58E+16
1.40E+16
3.70E+16
1.99E+16
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
30
976
30-m
4.0
9.78E+06
3.47E+05
1.40E+07
4.93E+05
2.67E+16
3.66E+15
3.83E+16
5.24E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
7
402
30-m
3.7
7.32E+06
5.35E+05
1.05E+07
7.65E+05
2.79E+16
3.24E+15
4.02E+16
4.64E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
4
341
30-m
8.0
6.87E+06
7.89E+05
9.87E+06
1.13E+06
2.93E+16
4.29E+15
4.22E+16
6.15E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
100
3022
30-m
1.5
9.08E+06
1.46E+06
1.30E+07
2.07E+06
1.75E+16
4.83E+15
2.50E+16
6.87E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
85
2763
30-m
3.2
6.62E+06
1.04E+05
9.48E+06
1.48E+05
1.03E+16
4.21 E+14
1.48E+16
6.02E+14
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
65
2047
30-m
3.3
8.44E+06
3.30E+05
1.21E+07
4.71E+05
1.57E+16
1.13E+15
2.24E+16
1.61 E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
40
1251
30-m
20.1
8.60E+06
2.80E+05
1.23E+07
3.98E+05
2.10E+16
1.10E+15
3.01 E+16
1.57E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
30
998
30-m
3.8
7.85E+06
2.18E+05
1.13E+07
3.11E+05
2.23E+16
8.80E+14
3.20E+16
1.26E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
7
405
30-m
4.1
6.11E+06
4.63E+05
8.79E+06
6.62E+05
2.26E+16
2.16E+15
3.26E+16
3.09E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
4
348
30-m
7.8
6.00E+06
4.92E+05
8.64E+06
7.03E+05
2.21 E+16
2.45E+15
3.19E+16
3.51 E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
100
3009
30-m
1.5
7.01 E+06
1.33E+06
1.00E+07
1.89E+06
1.38E+16
4.15E+15
1.96E+16
5.90E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
85
2727
30-m
3.5
4.68E+06
2.77E+05
6.71 E+06
3.95E+05
7.40E+15
5.83E+14
1.06E+16
8.32E+14
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
70
2200
30-m
3.4
6.25E+06
2.16E+05
8.96E+06
3.08E+05
1.17E+16
4.19E+14
1.68E+16
5.97E+14
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
65
2060
30-m
3.5
6.63E+06
2.08E+05
9.50E+06
2.96E+05
1.28E+16
4.50E+14
1.83E+16
6.40E+14
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
60
1846
30-m
3.2
6.96E+06
2.15E+05
9.98E+06
3.05E+05
1.37E+16
6.78E+14
1.96E+16
9.67E+14
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
40
1274
30-m
3.5
7.02E+06
2.40E+05
1.01E+07
3.40E+05
1.77E+16
7.30E+14
2.54E+16
1.04E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
30
985
30-m
3.2
6.70E+06
2.11E+05
9.61 E+06
2.99E+05
1.78E+16
7.18E+14
2.55E+16
1.02E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
15
538
30-m
3.4
5.09E+06
4.21 E+05
7.33E+06
6.01 E+05
1.76E+16
2.10E+15
2.54E+16
3.00E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
7
410
30-m
3.7
5.00E+06
3.24E+05
7.20E+06
4.63E+05
1.88E+16
1.27E+15
2.70E+16
1.82E+15
1
NASA 3
DC8
CFM56-2C
H
-Sulfur
5.5
382
30-m
3.6
5.01 E+06
2.93E+05
7.22E+06
4.20E+05
2.03E+16
1.36E+15
2.93E+16
1.95E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
4
342
30-m
3.3
3.68E+06
9.16E+05
5.31 E+06
1.31E+06
1.84E+16
5.55E+15
2.65E+16
7.97E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
100
2984
30-m
1.5
1.95E+06
1.08E+06
2.76E+06
1.55E+06
3.29E+15
1.88E+15
4.66E+15
2.69E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
85
2697
30-m
2.7
8.79E+05
8.03E+04
1.24E+06
1.17E+05
1.44E+15
1.36E+14
2.03E+15
1.98E+14
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
65
2029
30-m
3.4
1.43E+06
1.97E+05
2.06E+06
2.84E+05
2.91 E+15
4.63E+14
4.20E+15
6.68E+14
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
40
1226
30-m
3.4
2.18E+06
2.28E+05
3.15E+06
3.28E+05
5.68E+15
6.16E+14
8.22E+15
8.86E+14
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
30
976
30-m
3.3
2.43E+06
2.76E+05
3.51 E+06
3.97E+05
6.82E+15
8.11E+14
9.86E+15
1.17E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
7
397
30-m
4.2
2.21 E+06
6.05E+05
3.20E+06
8.70E+05
1.09E+16
3.51E+15
1.57E+16
5.06E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
4
347
30-m
9.4
2.37E+06
9.03E+05
3.42E+06
1.30E+06
1.21 E+16
5.77E+15
1.75E+16
8.30E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
100
2949
30-m
1.5
2.44E+06
1.36E+06
3.48E+06
1.96E+06
3.92E+15
2.20E+15
5.58E+15
3.15E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
85
2706
30-m
3.1
1.13E+06
1.87E+05
1.60E+06
2.66E+05
1.89E+15
3.22E+14
2.68E+15
4.58E+14
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
65
2034
30-m
3.6
1.40E+06
1.77E+05
2.02E+06
2.56E+05
2.91 E+15
3.95E+14
4.20E+15
5.73E+14
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
40
1185
30-m
4.3
1.84E+06
3.35E+05
2.67E+06
4.82E+05
5.37E+15
1.03E+15
7.77E+15
1.49E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
30
962
30-m
3.6
2.09E+06
2.10E+05
3.02E+06
3.02E+05
6.16E+15
6.50E+14
8.90E+15
9.35E+14
E-10

-------
Table E-3 (continued)
APEX
Test
Aircraft
Engine
Fuel
Power
Fuel
Flow
Rack
Run
Time
Concentration (#/cm3)
Emission Index (#/kg fuel)
No Loss Corr
Loss Corr
No Loss Corr
Loss Corr
%
kg/h
min
Average
SD
Average
SD
Average
SD
Average
SD
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
7
395
30-m
4.2
1.90E+06
7.24E+05
2.75E+06
1.04E+06
8.86E+15
3.72E+15
1.28E+16
5.36E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
4
341
30-m
7.8
2.36E+06
1.00E+06
3.41 E+06
1.44E+06
1.31E+16
7.90E+15
1.89E+16
1.14E+16
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
100
2974
30-m
1.5
1.73E+06
1.17E+06
2.46E+06
1.69E+06
2.99E+15
2.02E+15
4.24E+15
2.91 E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
85
2738
30-m
3.5
7.01 E+05
6.59E+04
9.87E+05
9.47E+04
1.18E+15
1.18E+14
1.66E+15
1.69E+14
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
4

30-m
8.0
2.35E+06
1.11 E+06
3.39E+06
1.59E+06
1.08E+16
6.29E+15
1.56E+16
9.05E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
100
2974
30-m
1.5
1.30E+06
3.66E+05
1.85E+06
5.28E+05
2.43E+15
7.17E+14
3.44E+15
1.03E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
85
2701
30-m
4.2
8.36E+05
8.60E+04
1.18E+06
1.23E+05
1.50E+15
1.89E+14
2.12E+15
2.69E+14
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
70
2157
30-m
3.6
1.15E+06
2.43E+05
1.66E+06
3.49E+05
2.28E+15
5.08E+14
3.29E+15
7.30E+14
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
65
1998
30-m
3.4
1.43E+06
3.45E+05
2.07E+06
4.96E+05
2.97E+15
7.20E+14
4.29E+15
1.03E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
60
1850
30-m
3.6
1.48E+06
2.38E+05
2.14E+06
3.42E+05
3.22E+15
5.22E+14
4.65E+15
7.49E+14
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
40
1226
30-m
3.7
1.66E+06
2.33E+05
2.40E+06
3.35E+05
4.30E+15
6.28E+14
6.23E+15
9.03E+14
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
30
962
30-m
3.5
1.89E+06
2.74E+05
2.73E+06
3.94E+05
5.61 E+15
8.56E+14
8.13E+15
1.23E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
15
545
30-m
3.4
2.13E+06
2.86E+05
3.08E+06
4.11E+05
7.78E+15
1.27E+15
1.13E+16
1.83E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
7
404
30-m
3.4
2.29E+06
5.26E+05
3.31 E+06
7.57E+05
1.00E+16
2.75E+15
1.45E+16
3.96E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
5.5
381
30-m
3.3
1.94E+06
1.06E+06
2.81 E+06
1.53E+06
1.28E+16
9.21 E+15
1.85E+16
1.33E+16
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
4
347
30-m
9.2
2.27E+06
1.18E+06
3.28E+06
1.69E+06
1.46E+16
9.99E+15
2.10E+16
1.44E+16
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
100
3008
30-m
1.6
1.95E+06
1.76E+06
2.78E+06
2.52E+06
3.61 E+15
3.26E+15
5.12E+15
4.68E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
85
2697
30-m
3.2
8.34E+05
1.26E+05
1.18E+06
1.81E+05
1.50E+15
2.30E+14
2.13E+15
3.32E+14
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
65
2029
30-m
3.1
1.19E+06
1.23E+05
1.72E+06
1.79E+05
2.53E+15
2.87E+14
3.65E+15
4.16E+14
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
40
1244
30-m
3.4
1.93E+06
2.18E+05
2.79E+06
3.13E+05
5.28E+15
6.23E+14
7.64E+15
8.95E+14
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
30
940
30-m
3.6
1.79E+06
1.87E+05
2.59E+06
2.69E+05
5.73E+15
7.65E+14
8.30E+15
1.10E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
7
409
30-m
4.2
1.90E+06
7.58E+05
2.75E+06
1.09E+06
8.90E+15
3.73E+15
1.29E+16
5.37E+15
1
NASA 4
DC8
CFM56-2C
H
-Aromatic
4
347
30-m
4.6
2.82E+06
8.89E+05
4.07E+06
1.28E+06
2.34E+16
9.82E+15
3.38E+16
1.41 E+16
2
T1
B737-700
CFM56-7B
Fleet
4
336
30-m
10.2
4.32E+06
4.75E+04
5.24E+06
5.27E+04
2.42E+16
3.24E+15
2.93E+16
3.93E+15
2
T1
B737-700
CFM56-7B
Fleet
7
418
30-m
10.0
3.77E+06
1.91 E+05
4.64E+06
1.90E+05
1.85E+16
1.76E+15
2.28E+16
2.06E+15
2
T1
B737-700
CFM56-7B
Fleet
30
1180
30-m
9.4
3.54E+06
2.67E+05
4.40E+06
2.64E+05
1.18E+16
1.13E+15
1.47E+16
1.23E+15
2
T1
B737-700
CFM56-7B
Fleet
40
1544
30-m
10.1
3.75E+06
3.26E+04
4.61 E+06
3.49E+04
1.03E+16
5.59E+14
1.27E+16
6.85E+14
2
T1
B737-700
CFM56-7B
Fleet
65
2497
30-m
10.0
2.83E+06
3.94E+05
3.52E+06
4.65E+05
5.70E+15
8.27E+14
7.10E+15
9.80E+14
2
T1
B737-700
CFM56-7B
Fleet
85
4131
30-m
1.8
1.93E+06
6.66E+05
2.37E+06
7.96E+05
2.98E+15
1.03E+15
3.66E+15
1.24E+15
2
T1
B737-700
CFM56-7B
Fleet
7
395
30-m
10.1
3.73E+06
2.79E+05
4.60E+06
2.79E+05
2.12E+16
2.92E+15
2.62E+16
3.42E+15
2
T1
B737-700
CFM56-7B
Fleet
85
4086
30-m
2.1
4.09E+06
4.70E+04
5.00E+06
5.21 E+04
6.27E+15
2.52E+14
7.67E+15
3.06E+14
2
T1
B737-700
CFM56-7B
Fleet
65
2497
30-m
10.0
3.90E+06
1.27E+05
4.79E+06
1.27E+05
7.90E+15
4.19E+14
9.68E+15
4.80E+14
2
T1
B737-700
CFM56-7B
Fleet
40
1498
30-m
10.0
3.81 E+06
1.02E+05
4.68E+06
1.02E+05
1.08E+16
6.75E+14
1.33E+16
8.03E+14
2
T1
B737-700
CFM56-7B
Fleet
30
1135
30-m
10.5
3.84E+06
1.72E+04
4.71 E+06
1.79E+04
1.29E+16
8.53E+14
1.58E+16
1.05E+15
2
T1
B737-700
CFM56-7B
Fleet
4
313
30-m
11.9
4.21 E+06
1.89E+05
5.12E+06
1.91 E+05
2.66E+16
4.39E+15
3.24E+16
5.28E+15
2
T4
B737-700
CFM56-7B
Fleet
4
336
30-m
11.9
4.02E+06
5.17E+04
4.91 E+06
5.49E+04
2.24E+16
3.00E+15
2.73E+16
3.66E+15
2
T4
B737-700
CFM56-7B
Fleet
7
418
30-m
10.1
3.68E+06
1.03E+05
4.54E+06
1.04E+05
1.80E+16
1.53E+15
2.22E+16
1.86E+15
2
T4
B737-700
CFM56-7B
Fleet
30
1180
30-m
11.0
3.74E+06
5.18E+04
4.60E+06
5.28E+04
1.24E+16
7.53E+14
1.53E+16
9.20E+14
2
T4
B737-700
CFM56-7B
Fleet
40
1544
30-m
10.0
3.80E+06
1.17E+04
4.67E+06
1.31 E+04
1.04E+16
5.57E+14
1.28E+16
6.84E+14
2
T4
B737-700
CFM56-7B
Fleet
65
2497
30-m
9.9
3.95E+06
1.21E+04
4.83E+06
1.35E+04
7.91 E+15
3.20E+14
9.68E+15
3.91 E+14
2
T4
B737-700
CFM56-7B
Fleet
85
4131
30-m
2.3
4.03E+06
5.66E+03
4.92E+06
6.30E+03
6.19E+15
2.19E+14
7.57E+15
2.68E+14
2
T4
B737-700
CFM56-7B
Fleet
7
395
30-m
10.0
3.59E+06
1.47E+05
4.45E+06
1.46E+05
2.04E+16
2.50E+15
2.52E+16
3.03E+15
2
T4
B737-700
CFM56-7B
Fleet
85
4086
30-m
2.0
4.07E+06
4.02E+04
4.98E+06
4.51 E+04
6.21 E+15
2.47E+14
7.59E+15
3.00E+14
2
T4
B737-700
CFM56-7B
Fleet
65
2497
30-m
10.0
3.94E+06
7.25E+03
4.83E+06
8.03E+03
7.94E+15
3.32E+14
9.72E+15
4.07E+14
2
T4
B737-700
CFM56-7B
Fleet
40
1498
30-m
10.3
3.78E+06
8.00E+03
4.64E+06
8.87E+03
1.07E+16
6.02E+14
1.31E+16
7.40E+14
2
T4
B737-700
CFM56-7B
Fleet
30
1135
30-m
10.0
3.72E+06
6.64E+04
4.58E+06
6.63E+04
1.25E+16
8.50E+14
1.53E+16
1.03E+15
2
T4
B737-700
CFM56-7B
Fleet
7
381
30-m
11.0
3.70E+06
3.04E+04
4.55E+06
3.25E+04
2.00E+16
2.10E+15
2.46E+16
2.58E+15
2
T4
B737-700
CFM56-7B
Fleet
4
313
30-m
10.0
3.81 E+06
9.29E+04
4.69E+06
9.58E+04
2.40E+16
3.85E+15
2.95E+16
4.72E+15
2
T2
B737-300
CFM56-3B
Fleet
4
341
30-m
10.0
5.02E+05
4.23E+04
5.49E+05
4.58E+04
1.88E+15
2.61 E+14
2.06E+15
2.84E+14
2
T2
B737-300
CFM56-3B
Fleet
7
422
30-m
10.0
2.73E+05
3.46E+04
3.02E+05
3.72E+04
9.21 E+14
1.48E+14
1.02E+15
1.61 E+14
2
T2
B737-300
CFM56-3B
Fleet
30
1099
30-m
10.1
1.99E+05
6.52E+03
2.20E+05
7.19E+03
4.88E+14
3.54E+13
5.40E+14
3.91 E+13
2
T2
B737-300
CFM56-3B
Fleet
40
1403
30-m
11.0
1.69E+05
3.76E+04
1.86E+05
4.15E+04
3.55E+14
8.12E+13
3.92E+14
8.97E+13
2
T2
B737-300
CFM56-3B
Fleet
65
2193
30-m
10.0
3.30E+05
1.83E+04
3.65E+05
2.02E+04
5.39E+14
4.02E+13
5.96E+14
4.44E+13
2
T2
B737-300
CFM56-3B
Fleet
85
3528
30-m
1.9
5.71 E+05
2.12E+04
6.39E+05
2.24E+04
6.87E+14
3.79E+13
7.69E+14
4.15E+13
2
T2
B737-300
CFM56-3B
Fleet
7
404
30-m
10.0
1.34E+05
1.85E+04
1.46E+05
2.01 E+04
4.64E+14
7.50E+13
5.06E+14
8.13E+13
2
T2
B737-300
CFM56-3B
Fleet
85
3559
30-m
2.0
5.93E+05
1.99E+04
6.63E+05
2.14E+04
6.82E+14
4.10E+13
7.62E+14
4.52E+13
2
T2
B737-300
CFM56-3B
Fleet
65
2184
30-m
10.7
3.19E+05
1.61E+04
3.55E+05
1.83E+04
5.23E+14
3.63E+13
5.83E+14
4.08E+13
2
T2
B737-300
CFM56-3B
Fleet
85
3559
30-m
1.9
5.15E+05
5.00E+03
5.78E+05
5.49E+03
6.06E+14
2.37E+13
6.81E+14
2.66E+13
2
T2
B737-300
CFM56-3B
Fleet
40
1367
30-m
11.0
1.27E+05
1.11E+04
1.41 E+05
1.20E+04
2.69E+14
2.72E+13
2.98E+14
2.97E+13
2
T2
B737-300
CFM56-3B
Fleet
30
1067
30-m
10.0
1.21 E+05
1.27E+04
1.34E+05
1.38E+04
2.98E+14
3.65E+13
3.30E+14
4.00E+13
2
T2
B737-300
CFM56-3B
Fleet
7
418
30-m
10.0
1.76E+05
1.51E+04
1.93E+05
1.64E+04
5.63E+14
7.14E+13
6.17E+14
7.79E+13
2
T2
B737-300
CFM56-3B
Fleet
4
345
30-m
10.0
4.50E+05
1.80E+04
4.91 E+05
1.99E+04
1.46E+15
1.67E+14
1.59E+15
1.83E+14
2
T3
B737-300
CFM56-3B
Fleet
4
372
30-m
10.0
5.54E+05
2.92E+03
6.12E+05
3.51 E+03
1.58E+15
1.72E+14
1.74E+15
1.90E+14
2
T3
B737-300
CFM56-3B
Fleet
7
440
30-m
10.1
5.20E+05
1.91E+04
5.74E+05
2.06E+04
1.61 E+15
1.83E+14
1.77E+15
2.01 E+14
2
T3
B737-300
CFM56-3B
Fleet
30
1130
30-m
10.0
3.78E+05
2.63E+04
4.22E+05
2.85E+04
9.06E+14
8.90E+13
1.01 E+15
9.78E+13
2
T3
B737-300
CFM56-3B
Fleet
40
1444
30-m
10.0
4.03E+05
2.06E+04
4.50E+05
2.22E+04
8.37E+14
6.50E+13
9.35E+14
7.15E+13
2
T3
B737-300
CFM56-3B
Fleet
65
2252
30-m
10.0
4.90E+05
1.06E+04
5.51 E+05
1.14E+04
7.97E+14
4.64E+13
8.95E+14
5.19E+13
2
T3
B737-300
CFM56-3B
Fleet
85
3677
30-m
1.6
6.18E+05
8.93E+03
6.95E+05
9.71 E+03
7.23E+14
3.67E+13
8.14E+14
4.12E+13
2
T3
B737-300
CFM56-3B
Fleet
7
418
30-m
10.0
5.28E+05
2.75E+04
5.82E+05
2.97E+04
1.70E+15
1.94E+14
1.87E+15
2.13E+14
2
T3
B737-300
CFM56-3B
Fleet
85
3650
30-m
2.0
6.12E+05
1.46E+04
6.89E+05
1.60E+04
7.14E+14
4.16E+13
8.03E+14
4.66E+13
2
T3
B737-300
CFM56-3B
Fleet
65
2261
30-m
10.0
4.57E+05
7.96E+03
5.15E+05
8.64E+03
7.37E+14
3.91 E+13
8.31E+14
4.39E+13
E-11

-------
Table E-3 (continued)
APEX
Test
Aircraft
Engine
Fuel
Power
Fuel
Flow
Rack
Run
Time
Concentration (#/cm3)
Emission Index (#/kg fuel)
No Loss Corr
Loss Corr
No Loss Corr
Loss Corr
%
kg/h
min
Average
SD
Average
SD
Average
SD
Average
SD
2
T3
B737-300
CFM56-3B
Fleet
40
1412
30-m
10.1
3.52E+05
8.98E+03
3.95E+05
9.80E+03
7.58E+14
4.67E+13
8.51E+14
5.23E+13
2
T3
B737-300
CFM56-3B
Fleet
30
1108
30-m
10.0
3.25E+05
1.20E+04
3.66E+05
1.29E+04
7.93E+14
5.99E+13
8.92E+14
6.68E+13
2
T3
B737-300
CFM56-3B
Fleet
7
422
30-m
10.0
4.78E+05
3.40E+04
5.29E+05
3.64E+04
1.59E+15
2.09E+14
1.76E+15
2.29E+14
2
T3
B737-300
CFM56-3B
Fleet
4
368
30-m
10.0
5.54E+05
6.96E+03
6.12E+05
7.60E+03
1.73E+15
1.96E+14
1.91E+15
2.17E+14
3
T11
B737-300
CFM56-3B
Fleet
4
381
30-m
10.8
1.16E+06
2.96E+05
1.48E+06
3.25E+05
5.54E+15
1.50E+15
7.06E+15
1.69E+15
3
T11
B737-300
CFM56-3B
Fleet
7
431
30-m
7.7
1.54E+06
1.39E+05
1.90E+06
1.68E+05
5.99E+15
7.90E+14
7.38E+15
9.66E+14
3
T11
B737-300
CFM56-3B
Fleet
15
622
30-m
7.8
4.02E+06
4.14E+05
4.98E+06
5.18E+05
1.08E+16
1.44E+15
1.34E+16
1.79E+15
3
T11
B737-300
CFM56-3B
Fleet
30
1090
30-m
8.9
4.35E+06
4.51 E+04
5.39E+06
4.77E+04
8.94E+15
5.15E+14
1.11E+16
6.35E+14
3
T11
B737-300
CFM56-3B
Fleet
45
1530
30-m
6.0
4.41 E+06
3.14E+04
5.45E+06
3.40E+04
7.77E+15
2.53E+14
9.61 E+15
3.11E+14
3
T11
B737-300
CFM56-3B
Fleet
65
2179
30-m
6.3
4.52E+06
3.04E+04
5.58E+06
3.51 E+04
6.90E+15
2.37E+14
8.52E+15
2.92E+14
3
T11
B737-300
CFM56-3B
Fleet
85
2815
30-m
4.7
4.58E+06
1.81 E+04
5.65E+06
2.16E+04
6.13E+15
2.35E+14
7.56E+15
2.90E+14
3
T11
B737-300
CFM56-3B
Fleet
100
3564
30-m
1.2
4.50E+06
1.62E+05
5.55E+06
2.05E+05
5.53E+15
2.93E+14
6.81E+15
3.67E+14
3
T3
EMB145
AE3007A1E
Fleet
8.4
174
15-m
17.3
3.32E+05
1.31 E+05
4.24E+05
1.62E+05
7.36E+15
5.58E+15
9.41E+15
7.07E+15
3
T3
EMB145
AE3007A1E
Fleet
15
238
15-m
6.7
2.73E+05
4.38E+04
3.43E+05
5.29E+04
3.33E+15
1.30E+15
4.19E+15
1.62E+15
3
T3
EMB145
AE3007A1E
Fleet
30
389
15-m
6.8
2.68E+05
3.08E+04
3.36E+05
3.68E+04
2.56E+15
6.95E+14
3.21 E+15
8.64E+14
3
T3
EMB145
AE3007A1E
Fleet
45
555
15-m
7.6
2.80E+05
2.81 E+04
3.53E+05
3.87E+04
2.13E+15
4.06E+14
2.68E+15
5.25E+14
3
T3
EMB145
AE3007A1E
Fleet
65
805
15-m
7.2
2.66E+05
2.17E+04
3.28E+05
2.72E+04
1.68E+15
2.84E+14
2.07E+15
3.52E+14
3
T3
EMB145
AE3007A1E
Fleet
85
1082
15-m
8.2
2.72E+05
7.88E+04
3.36E+05
9.76E+04
1.59E+15
5.52E+14
1.97E+15
6.83E+14
3
T3
EMB145
AE3007A1E
Fleet
100
1286
15-m
2.3
2.32E+05
2.27E+04
2.84E+05
2.76E+04
1.28E+15
2.58E+14
1.57E+15
3.15E+14
3
T3
EMB145
AE3007A1E
Fleet
8.4
172
15-m
7.9
3.24E+05
1.38E+05
4.20E+05
1.72E+05
6.45E+15
4.87E+15
8.37E+15
6.24E+15
3
T3
EMB145
AE3007A1E
Fleet
100
1299
15-m
2.3
2.84E+05
1.14E+05
3.52E+05
1.48E+05
1.54E+15
6.70E+14
1.91 E+15
8.63E+14
3
T3
EMB145
AE3007A1E
Fleet
85
1088
15-m
8.0
1.95E+05
2.64E+04
2.50E+05
2.70E+04
1.25E+15
2.92E+14
1.59E+15
3.51E+14
3
T3
EMB145
AE3007A1E
Fleet
65
810
15-m
6.9
1.91E+05
1.24E+04
2.36E+05
1.52E+04
1.59E+15
2.78E+14
1.97E+15
3.42E+14
3
T3
EMB145
AE3007A1E
Fleet
45
563
15-m
7.9
1.77E+05
4.54E+04
2.21 E+05
5.39E+04
1.87E+15
6.21 E+14
2.33E+15
7.54E+14
3
T3
EMB145
AE3007A1E
Fleet
30
392
15-m
8.6
2.13E+05
2.98E+04
2.81 E+05
2.92E+04
2.31E+15
5.74E+14
3.04E+15
7.02E+14
3
T3
EMB145
AE3007A1E
Fleet
15
235
15-m
9.9
3.00E+05
2.44E+04
3.83E+05
3.07E+04
3.43E+15
8.19E+14
4.38E+15
1.04E+15
3
T3
EMB145
AE3007A1E
Fleet
8.4
173
15-m
6.8
4.02E+05
1.20E+05
1.03E+06
2.69E+05
8.20E+15
5.48E+15
1.06E+16
7.02E+15
3
T4
EMB145
AE3007A1E
Fleet
8.4
168
15-m
7.0
2.63E+04
6.53E+04
3.13E+04
7.88E+04
7.75E+14
1.93E+15
9.20E+14
2.33E+15
3
T4
EMB145
AE3007A1E
Fleet
15
239
15-m
4.9
1.70E+04
1.13E+04
2.31 E+04
1.67E+04
4.44E+14
3.17E+14
6.04E+14
4.65E+14
3
T4
EMB145
AE3007A1E
Fleet
30
385
15-m
6.9
4.97E+04
1.91 E+04
6.63E+04
2.30E+04
8.52E+14
4.23E+14
1.14E+15
5.33E+14
3
T4
EMB145
AE3007A1E
Fleet
45
547
15-m
4.8
1.15E+05
3.37E+04
1.44E+05
4.12E+04
1.29E+15
5.54E+14
1.62E+15
6.88E+14
3
T4
EMB145
AE3007A1E
Fleet
65
788
15-m
7.6
2.50E+05
4.16E+04
3.07E+05
5.05E+04
1.61E+15
4.20E+14
1.98E+15
5.13E+14
3
T4
EMB145
AE3007A1E
Fleet
85
1050
15-m
6.8
3.31 E+05
4.83E+04
4.03E+05
5.91 E+04
1.60E+15
3.43E+14
1.95E+15
4.18E+14
3
T4
EMB145
AE3007A1E
Fleet
100
1253
15-m
2.2
3.61 E+05
3.73E+04
4.38E+05
4.60E+04
1.43E+15
1.92E+14
1.73E+15
2.35E+14
3
T4
EMB145
AE3007A1E
Fleet
8.4
168
15-m
6.4
2.48E+04
6.15E+04
2.97E+04
7.47E+04
8.01 E+14
1.99E+15
9.61 E+14
2.42E+15
3
T4
EMB145
AE3007A1E
Fleet
100
1252
15-m
2.2
2.04E+05
5.86E+04
2.50E+05
7.57E+04
9.11E+14
3.11E+14
1.12E+15
3.96E+14
3
T4
EMB145
AE3007A1E
Fleet
85
1041
15-m
9.9
2.86E+05
2.97E+04
3.48E+05
3.55E+04
1.45E+15
2.59E+14
1.76E+15
3.14E+14
3
T4
EMB145
AE3007A1E
Fleet
8.4
168
15-m
9.9
1.58E+04
3.67E+04
1.88E+04
4.50E+04
5.21 E+14
1.21E+15
6.19E+14
1.49E+15
3
T4
EMB145
AE3007A1E
Fleet
85
1052
15-m
2.2
1.91 E+05
4.06E+04
2.42E+05
4.36E+04
1.11 E+15
3.18E+14
1.41E+15
3.70E+14
3
T4
EMB145
AE3007A1E
Fleet
65
786
15-m
7.2
2.09E+05
4.11 E+04
2.58E+05
4.97E+04
1.58E+15
4.81E+14
1.94E+15
5.89E+14
3
T4
EMB145
AE3007A1E
Fleet
45
549
15-m
6.8
8.40E+04
2.63E+04
1.06E+05
3.21 E+04
1.21E+15
5.65E+14
1.54E+15
7.04E+14
3
T4
EMB145
AE3007A1E
Fleet
30
384
15-m
4.7
1.97E+04
1.16E+04
2.68E+04
1.50E+04
5.32E+14
3.57E+14
7.24E+14
4.69E+14
3
T4
EMB145
AE3007A1E
Fleet
15
231
15-m
4.6
1.05E+04
4.83E+02
1.24E+04
1.92E+03
3.50E+14
3.59E+13
4.12E+14
7.41E+13
3
T4
EMB145
AE3007A1E
Fleet
8.4
167
15-m
5.9
8.19E+03
1.88E+03
1.47E+04
6.01 E+03
2.82E+14
6.71E+13
5.04E+14
2.09E+14
3
T6
A300
P&W 4158
Fleet
7
610
30-m
9.7
4.23E+06
1.56E+05
5.21 E+06
1.78E+05
1.61E+16
1.25E+15
1.99E+16
1.52E+15
3
T6
A300
P&W 4158
Fleet
15
1014
30-m
7.7
2.44E+06
4.02E+05
3.04E+06
4.91 E+05
8.22E+15
1.42E+15
1.03E+16
1.73E+15
3
T6
A300
P&W 4158
Fleet
30
2245
30-m
7.1
3.30E+06
2.26E+05
4.12E+06
2.81 E+05
6.92E+15
5.05E+14
8.64E+15
6.28E+14
3
T6
A300
P&W 4158
Fleet
45
3726
30-m
8.5
2.86E+06
4.89E+05
3.54E+06
6.11 E+05
4.49E+15
7.78E+14
5.56E+15
9.71E+14
3
T6
A300
P&W 4158
Fleet
65
5827
30-m
2.1
2.25E+06
4.70E+05
2.74E+06
5.90E+05
2.57E+15
5.40E+14
3.12E+15
6.77E+14
3
T6
A300
P&W 4158
Fleet
7
595
30-m
9.0
4.11 E+06
1.16E+05
5.08E+06
1.30E+05
1.74E+16
2.00E+15
2.15E+16
2.46E+15
3
T6
A300
P&W 4158
Fleet
65
5658
30-m
4.8
2.63E+06
6.09E+05
3.21 E+06
7.60E+05
3.02E+15
7.03E+14
3.68E+15
8.77E+14
3
T6
A300
P&W 4158
Fleet
80
7026
30-m
4.8
1.55E+06
1.65E+05
1.85E+06
2.06E+05
1.53E+15
1.65E+14
1.83E+15
2.05E+14
3
T6
A300
P&W 4158
Fleet
7
368
30-m
8.0
4.04E+06
3.97E+05
4.99E+06
4.80E+05
1.64E+16
2.19E+15
2.02E+16
2.67E+15
3
T6
A300
P&W 4158
Fleet
80
7026
30-m
5.4
1.63E+06
3.08E+05
1.95E+06
3.82E+05
1.65E+15
3.14E+14
1.97E+15
3.89E+14
3
T6
A300
P&W 4158
Fleet
65
5658
30-m
6.8
1.48E+06
2.79E+04
1.78E+06
3.56E+04
1.74E+15
5.42E+13
2.09E+15
6.66E+13
3
T6
A300
P&W 4158
Fleet
45
3834
30-m
7.8
2.16E+06
1.26E+05
2.67E+06
1.58E+05
3.35E+15
2.11E+14
4.15E+15
2.64E+14
3
T6
A300
P&W 4158
Fleet
30
2465
30-m
6.8
2.24E+06
1.66E+05
2.80E+06
2.08E+05
4.79E+15
3.90E+14
5.98E+15
4.88E+14
3
T6
A300
P&W 4158
Fleet
15
1097
30-m
6.5
1.85E+06
2.22E+05
2.32E+06
2.77E+05
6.04E+15
7.88E+14
7.56E+15
9.84E+14
3
T6
A300
P&W 4158
Fleet
7
368
30-m
7.1
4.17E+06
1.41 E+05
5.14E+06
1.60E+05
1.66E+16
1.45E+15
2.05E+16
1.77E+15
3
T7
A300
P&W 4158
Fleet
7
600
30-m
5.8
4.37E+06
1.78E+05
5.38E+06
2.22E+05
1.54E+16
8.92E+14
1.89E+16
1.10E+15
3
T7
A300
P&W 4158
Fleet
15
1035
30-m
5.5
2.65E+06
3.32E+05
3.31 E+06
4.05E+05
7.89E+15
1.07E+15
9.86E+15
1.31E+15
3
T7
A300
P&W 4158
Fleet
30
2230
30-m
5.5
3.43E+06
1.93E+05
4.28E+06
2.40E+05
6.95E+15
4.44E+14
8.69E+15
5.54E+14
3
T7
A300
P&W 4158
Fleet
45
3688
30-m
5.4
3.21 E+06
1.60E+05
3.98E+06
2.00E+05
4.89E+15
2.79E+14
6.07E+15
3.47E+14
3
T7
A300
P&W 4158
Fleet
65
5702
30-m
5.3
2.14E+06
1.80E+05
2.61 E+06
2.26E+05
2.43E+15
2.12E+14
2.96E+15
2.66E+14
3
T7
A300
P&W 4158
Fleet
80
7100
30-m
5.1
1.44E+06
8.52E+04
1.73E+06
1.06E+05
1.42E+15
8.79E+13
1.70E+15
1.09E+14
3
T7
A300
P&W 4158
Fleet
7
591
30-m
9.2
4.26E+06
1.13E+05
5.26E+06
1.26E+05
1.53E+16
7.28E+14
1.89E+16
8.72E+14
3
T7
A300
P&W 4158
Fleet
80
7200
30-m
3.5
1.59E+06
3.68E+05
1.92E+06
4.59E+05
1.56E+15
3.62E+14
1.88E+15
4.52E+14
3
T7
A300
P&W 4158
Fleet
65
5711
30-m
3.8
1.99E+06
1.68E+05
2.43E+06
2.06E+05
2.27E+15
2.02E+14
2.77E+15
2.48E+14
3
T7
A300
P&W 4158
Fleet
30
2252
30-m
5.8
2.97E+06
3.21 E+05
3.72E+06
4.06E+05
5.94E+15
6.60E+14
7.43E+15
8.35E+14
3
T7
A300
P&W 4158
Fleet
7
596
30-m
6.1
4.10E+06
1.66E+05
5.09E+06
1.94E+05
1.49E+16
1.10E+15
1.84E+16
1.34E+15
3
T9
B757
RB211
Fleet
4
421
30-m
12.2
4.40E+06
1.22E+05
5.44E+06
1.39E+05
2.56E+16
5.77E+15
3.16E+16
7.13E+15
E-12

-------
Table E-3 (continued)
APEX
Test
Aircraft
Engine
Fuel
Power
Fuel
Flow
Rack
Run
Time
Concentration (#/cm3)
Emission Index (#/kg fuel)
No Loss Corr
Loss Corr
No Loss Corr
Loss Corr
%
kg/h
min
Average
SD
Average
SD
Average
SD
Average
SD
3
T9
B757
RB211
Fleet
7
690
30-m
8.1
7.65E+05
6.58E+05
9.43E+05
8.11 E+05
3.16E+15
2.73E+15
3.89E+15
3.37E+15
3
T9
B757
RB211
Fleet
15
1221
30-m
8.6
5.77E+05
1.10E+05
7.07E+05
1.36E+05
2.06E+15
4.42E+14
2.53E+15
5.46E+14
3
T9
B757
RB211
Fleet
30
2004
30-m
9.7
7.85E+05
1.13E+05
9.46E+05
1.37E+05
1.99E+15
3.12E+14
2.39E+15
3.78E+14
3
T9
B757
RB211
Fleet
45
3068
30-m
10.1
1.10E+06
2.51 E+04
1.31E+06
2.98E+04
2.23E+15
9.59E+13
2.65E+15
1.14E+14
3
T9
B757
RB211
Fleet
65
4479
30-m
6.4
1.48E+06
2.77E+04
1.75E+06
3.31 E+04
2.34E+15
8.99E+13
2.77E+15
1.07E+14
3
T9
B757
RB211
Fleet
85
6233
30-m
5.2
1.01E+06
5.95E+04
1.18E+06
7.35E+04
1.28E+15
8.48E+13
1.50E+15
1.04E+14
3
T9
B757
RB211
Fleet
100
6966
30-m
1.7
8.53E+05
1.79E+04
1.01E+06
2.15E+04
1.00E+15
3.88E+13
1.19E+15
4.60E+13
3
T9
B757
RB211
Fleet
4
494
30-m
7.5
2.98E+06
7.45E+05
3.73E+06
9.42E+05
1.38E+16
3.91 E+15
1.72E+16
4.93E+15
3
T9
B757
RB211
Fleet
100
6987
30-m
1.9
6.34E+05
8.29E+04
7.35E+05
9.85E+04
7.88E+14
1.07E+14
9.15E+14
1.27E+14
3
T9
B757
RB211
Fleet
85
6307
30-m
5.3
9.48E+05
7.42E+04
1.12E+06
8.92E+04
1.23E+15
1.05E+14
1.45E+15
1.26E+14
3
T9
B757
RB211
Fleet
65
4551
30-m
5.6
1.38E+06
6.06E+04
1.64E+06
7.46E+04
2.16E+15
1.13E+14
2.56E+15
1.37E+14
3
T9
B757
RB211
Fleet
45
3111
30-m
5.6
8.95E+05
5.85E+04
1.06E+06
6.90E+04
1.76E+15
1.36E+14
2.09E+15
1.61 E+14
3
T9
B757
RB211
Fleet
30
2037
30-m
8.6
5.51 E+05
2.52E+04
6.61 E+05
2.97E+04
1.38E+15
9.17E+13
1.66E+15
1.09E+14
3
T9
B757
RB211
Fleet
15
1173
30-m
5.5
3.96E+05
5.13E+04
4.84E+05
6.35E+04
1.38E+15
2.01 E+14
1.69E+15
2.48E+14
3
T9
B757
RB211
Fleet
7
668
30-m
4.0
3.38E+05
4.69E+04
4.17E+05
5.85E+04
1.55E+15
2.86E+14
1.91 E+15
3.56E+14
3
T9
B757
RB211
Fleet
4
506
30-m
4.2
3.64E+06
3.47E+05
4.56E+06
4.33E+05
1.83E+16
3.16E+15
2.29E+16
3.94E+15
E-13

-------
This page intentionally left blank.

-------
Appendix F
Tables for Section 10
Particle Size Distribution and Geometric Mean Diameter
Table F-1. Summary of the geometric mean particle diameter (GMD) and geometric standard
deviation (GSD) of the particle size distributions obtained during APEX-1 to -3

-------
This page intentionally left blank.

-------
Table F-1. Summary of the geometric mean particle diameter (GMD) and geometric standard deviation (GSD) of the particle size distributions obtained
during APEX-1 to -3





nano-SMPS
EEPSb





no Loss Corr
Loss Corr
no Loss Corr
Loss Corr


Power
FF

N
GMD
GSD
N
GMD
GSD
N
GMD
GSD
N
GMD
GSD
APEX
Test
%
kg/h
Probe
(#/cm3)
(nm)
(-)
(#/cm3)
(nm)
(-)
(#/cm3)
(nm)
(-)
(#/cm3)
(nm)
(-)


7
436
30-m
1.94E+06
13.09
1.42
3.13E+06
12.63
1.42







EPA-1
30
992
30-m
1.01E+06
11.12
1.44
1.73E+06
10.67
1.44








85
2819
30-m
4.67E+05
27.05
2.00
6.68E+05
24.46
2.08







EPA-2
7
425
30-m
3.20E+06
15.80
1.34
4.98E+06
15.48
1.34







30
1023
30-m
2.88E+06
12.34
1.34
4.71 E+06
12.04
1.34








4
350
30-m
3.51 E+06
16.12
1.44
5.37E+06
15.58
1.45








6
386
30-m
3.01 E+06
14.54
1.43
4.73E+06
14.06
1.43








7
427
30-m
2.84E+06
13.53
1.40
4.54E+06
13.10
1.40







NASA-1
15
560
30-m
2.55E+06
12.84
1.45
4.15E+06
12.34
1.45







30
1012
30-m
1.61 E+06
11.28
1.47
2.74E+06
10.79
1.46








40
1252
30-m
1.61 E+06
11.63
1.53
2.71 E+06
11.02
1.51








65
1998
30-m
6.86E+05
11.86
1.77
1.18E+06
10.90
1.72








85
2406
30-m
5.79E+05
19.75
2.28
9.05E+05
16.76
2.32








4
336
30-m
4.52E+06
17.21
1.38
6.78E+06
16.78
1.39








60
1922
30-m
3.45E+06
12.74
1.38
5.61 E+06
12.39
1.37







NASA-1a
65
2098
30-m
3.52E+06
12.98
1.43
5.71 E+06
12.57
1.42








70
2252
30-m
2.86E+06
12.80
1.49
4.67E+06
12.33
1.47








85
2898
30-m
2.61 E+06
14.24
1.75
4.19E+06
13.37
1.69








7
438
30-m
2.67E+06
13.17
1.35
4.28E+06
12.83
1.36







EPA-3
30
964
30-m
6.07E+06
14.34
1.33
9.49E+06
14.02
1.33







76
2424
30-m
4.85E+06
14.24
1.47
7.67E+06
13.78
1.45








85
2840
30-m
3.22E+06
14.62
1.73
5.14E+06
13.76
1.68








4
345
30-m
4.87E+06
16.00
1.37
7.40E+06
15.60
1.38








7
413
30-m
5.01 E+06
14.36
1.33
7.85E+06
14.03
1.34








15
543
30-m
5.95E+06
14.10
1.35
9.37E+06
13.74
1.36






1
NASA-2
30
955
30-m
5.78E+06
14.95
1.33
8.96E+06
14.62
1.34






40
1235
30-m
5.00E+06
14.31
1.34
7.86E+06
13.97
1.35








60
1855
30-m
2.80E+06
11.62
1.41
4.69E+06
11.24
1.41








65
2046
30-m
2.47E+06
11.86
1.48
4.12E+06
11.39
1.47








85
2727
30-m
9.47E+05
16.37
2.24
1.54E+06
14.12
2.20








4
347
30-m
5.29E+06
16.85
1.36
7.98E+06
16.46
1.37








7
405
30-m
6.28E+06
16.19
1.34
9.55E+06
15.84
1.35








15
538
30-m
7.06E+06
15.41
1.33
1.09E+07
15.08
1.34







NASA-3
30
986
30-m
7.96E+06
16.21
1.33
1.21E+07
15.89
1.34







40
1255
30-m
7.88E+06
16.53
1.33
1.19E+07
16.21
1.34








60
1846
30-m
7.08E+06
16.10
1.33
1.08E+07
15.77
1.34








65
2053
30-m
7.01 E+06
16.21
1.34
1.06E+07
15.88
1.35








85
2758
30-m
5.12E+06
17.14
1.45
7.74E+06
16.71
1.44








4
345
30-m
3.88E+06
11.99
1.38
6.80E+06
11.64
1.37








5.5
381
30-m
2.58E+06
11.60
1.34
4.31 E+06
11.29
1.35








7
401
30-m
3.48E+06
11.91
1.34
5.74E+06
11.59
1.34







NASA-4
30
960
30-m
4.16E+06
11.68
1.32
6.92 E+06
11.40
1.33







40
1220
30-m
3.97E+06
11.49
1.33
6.65E+06
11.19
1.34








65
2023
30-m
3.06E+06
11.13
1.43
5.20E+06
10.75
1.42








70
2157
30-m
3.83E+06
11.73
1.43
6.41 E+06
11.33
1.42








85
2708
30-m
2.34E+06
12.37
1.80
3.95E+06
11.49
1.72








4
345
30-m
4.63E+06
17.73
1.40
6.90E+06
17.26
1.41








7
410
30-m
4.41 E+06
14.74
1.34
6.86E+06
14.39
1.35







NASA-5
30
989
30-m
4.20E+06
12.89
1.34
6.79E+06
12.57
1.34







40
1292
30-m
4.68E+06
13.02
1.34
7.55E+06
12.69
1.35








65
2131
30-m
4.45E+06
12.92
1.43
7.22E+06
12.51
1.41








85
2894
30-m
3.32E+06
13.82
1.73
5.37E+06
13.00
1.67








4
336
30-m
2.67E+06
19.92
1.36
3.09E+06
19.52
1.37
1.41E+07
15.6
1.44
1.74E+07
15.1
1.45


7
418
30-m
2.19E+06
16.87
1.33
2.63E+06
16.49
1.34
1.30E+07
13.4
1.39
1.69E+07
12.9
1.40


30
1180
30-m
2.04E+06
15.16
1.34
2.52E+06
14.78
1.35
1.25E+07
11.9
1.35
1.68E+07
11.5
1.35


40
1544
30-m
2.11 E+06
15.49
1.34
2.59E+06
15.11
1.35
1.30E+07
12.4
1.37
1.73E+07
12.0
1.37


65
2497
30-m
1.21 E+06
13.89
1.57
1.57E+06
13.29
1.55
8.82E+06
10.7
1.48
1.27E+07
10.2
1.45

T1
85
4131
30-m
4.73E+05
16.00
1.97
6.18E+05
14.70
1.92
6.21E+06
10.7
1.70
9.22E+06
9.9
1.62

7
395
30-m
1.16E+06
17.39
1.33
1.38E+06
17.02
1.34
1.37E+07
13.3
1.39
1.78E+07
12.8
1.39


85
4086
30-m






1.51E+07
12.1
1.45
2.04E+07
11.6
1.44


65
2497
30-m
1.22E+06
16.19
1.45
1.50E+06
15.74
1.45
1.51E+07
11.8
1.40
2.06E+07
11.4
1.39


40
1498
30-m
1.38E+06
16.90
1.33
1.65E+06
16.54
1.34
1.61E+07
12.7
1.38
2.12E+07
12.2
1.38


30
1135
30-m
1.81 E+06
16.95
1.32
2.16E+06
16.60
1.33
1.57E+07
12.8
1.38
2.06E+07
12.3
1.38


4
313
30-m
1.94E+06
20.19
1.35
2.23E+06
19.81
1.36
1.54E+07
15.3
1.43
1.92E+07
14.7
1.44


4
336
30-m
1.72E+06
18.62
1.33
2.01 E+06
18.25
1.35
1.30E+07
14.2
1.41
1.66E+07
13.7
1.42


7
418
30-m
1.61 E+06
16.36
1.31
1.94E+06
16.01
1.32
1.32E+07
12.4
1.36
1.76E+07
12.0
1.36


30
1180
30-m
1.82E+06
16.41
1.32
2.19E+06
16.06
1.33
1.57E+07
12.1
1.35
2.11E+07
11.7
1.36


40
1544
30-m
2.05E+06
16.63
1.31
2.46E+06
16.29
1.33
1.66E+07
12.3
1.36
2.21E+07
11.8
1.36


65
2497
30-m
1.84E+06
16.63
1.43
2.23E+06
16.20
1.43
1.63E+07
12.0
1.39
2.20E+07
11.5
1.39

-------
Table F-1 (continued)





nano-SMPS
EEPSb





no Loss Corr
Loss Corr
no Loss Corr
Loss Corr


Power
FF

N
GMD
GSD
N
GMD
GSD
N
GMD
GSD
N
GMD
GSD
APEX
Test
%
kg/h
Probe
(#/cm3)
(nm)
(-)
(#/cm3)
(nm)
(-)
(#/cm3)
(nm)
(-)
(#/cm3)
(nm)
(-)


85
4131
30-m






1.55E+07
11.6
1.43
2.12E+07
11.2
1.42

T4
7
395
30-m
1.68E+06
16.82
1.32
2.01E+06
16.46
1.33
1.32E+07
12.7
1.37
1.74E+07
12.2
1.37


85
4086
30-m






1.66E+07
12.0
1.43
2.25E+07
11.5
1.42


65
2497
30-m
2.05E+06
16.92
1.40
2.46E+06
16.51
1.40
1.72E+07
12.2
1.39
2.30E+07
11.7
1.38


40
1498
30-m
2.05E+06
16.63
1.31
2.46E+06
16.28
1.32
1.70E+07
12.3
1.36
2.26E+07
11.9
1.36


30
1135
30-m
1.96E+06
16.73
1.32
2.36E+06
16.38
1.33
1.64E+07
12.3
1.36
2.19E+07
11.9
1.36


7
381
30-m
1.63E+06
16.49
1.31
1.97E+06
16.13
1.33
1.36E+07
12.6
1.37
1.79E+07
12.2
1.37


4
313
30-m
1.70E+06
18.19
1.33
2.00E+06
17.82
1.34
1.30E+07
14.1
1.41
1.66E+07
13.5
1.41
2

4
341
30-m
1.15E+06
19.27
1.37
1.34E+06
18.85
1.39
1.33E+07
14.3
1.43
1.69E+07
13.7
1.43

7
422
30-m
1.02E+06
17.21
1.35
1.22E+06
16.84
1.36
1.30E+07
12.8
1.39
1.72E+07
12.3
1.39


30
1099
30-m
1.08E+06
16.23
1.33
1.31E+06
15.88
1.34
1.45E+07
11.9
1.36
1.96E+07
11.5
1.36


40
1403
30-m
1.13E+06
15.87
1.34
1.38E+06
15.51
1.35
1.45E+07
11.6
1.36
1.98E+07
11.2
1.36


65
2193
30-m
1.02E+06
17.10
1.59
1.24E+06
16.48
1.58
1.32E+07
11.7
1.48
1.81E+07
11.2
1.46


85
3528
30-m






8.80E+06
12.6
1.85
1.24E+07
11.5
1.78

T2
7
404
30-m
1.11 E+ 06
17.22
1.32
1.32E+06
16.88
1.33
1.34E+07
12.8
1.38
1.76E+07
12.3
1.38

85
3559
30-m






9.05E+06
13.1
1.89
1.26E+07
11.9
1.82


65
2184
30-m
1.20E+06
17.55
1.54
1.45E+06
16.99
1.54
1.48E+07
11.9
1.45
2.02E+07
11.4
1.44


85
3559
30-m






1.03E+07
12.3
1.77
1.44E+07
11.4
1.71


40
1367
30-m
1.26E+06
16.87
1.34
1.52E+06
16.50
1.35
1.63E+07
12.1
1.37
2.19E+07
11.7
1.37


30
1067
30-m
1.27E+06
17.08
1.33
1.52E+06
16.74
1.34
1.62E+07
12.4
1.37
2.16E+07
11.9
1.37


7
418
30-m
1.25E+06
17.86
1.32
1.48E+06
17.51
1.33
1.44E+07
13.2
1.39
1.88E+07
12.7
1.39


4
345
30-m
1.38E+06
20.19
1.36
1.60E+06
19.80
1.37








4
372
30-m
1.52E+06
20.79
1.39
1.75E+06
20.39
1.40
1.42E+07
15.2
1.46
1.77E+07
14.6
1.46


7
440
30-m
1.44E+06
19.26
1.38
1.68E+06
18.86
1.39
1.43E+07
14.1
1.43
1.83E+07
13.6
1.43


30
1130
30-m
1.54E+06
18.14
1.37
1.82E+06
17.76
1.38
1.65E+07
13.0
1.41
2.17E+07
12.5
1.40


40
1444
30-m
1.52E+06
18.15
1.41
1.80E+06
17.73
1.42
1.70E+07
12.8
1.42
2.24E+07
12.3
1.42


65
2252
30-m
1.18E+06
19.17
1.73
1.42E+06
18.37
1.73
1.34E+07
12.6
1.60
1.81E+07
11.9
1.56


85
3677
30-m






5.89E+06
18.0
2.29
7.88E+06
15.4
2.27

T3
7
418
30-m
1.54E+06
19.43
1.36
1.79E+06
19.05
1.37
1.51E+07
14.4
1.43
1.91E+07
13.8
1.43


85
3650
30-m






5.98E+06
18.8
2.31
7.94E+06
16.1
2.30


65
2261
30-m
1.30E+06
19.32
1.73
1.56E+06
18.52
1.72
1.41E+07
12.5
1.59
1.91E+07
11.9
1.55


40
1412
30-m
1.61E+06
17.84
1.40
1.91E+06
17.44
1.41
1.69E+07
12.7
1.41
2.23E+07
12.2
1.41


30
1108
30-m
1.58E+06
17.77
1.38
1.88E+06
17.38
1.38
1.65E+07
12.8
1.40
2.18E+07
12.3
1.40


7
422
30-m
1.47E+06
19.10
1.38
1.72E+06
18.69
1.39
1.44E+07
14.2
1.43
1.83E+07
13.6
1.43


4
368
30-m
1.53E+06
20.42
1.39
1.76E+06
20.02
1.40
1.39E+07
15.1
1.45
1.74E+07
14.5
1.46


4
300
30-m
1.85E+06
19.77
1.34
2.17E+06
19.44
1.35
2.94E+06
15.7
1.44
3.65E+06
15.3
1.44


7
397
30-m
1.92E+06
18.87
1.34
2.28E+06
18.55
1.34
3.13E+06
14.9
1.42
3.94E+06
14.4
1.42


15
654
30-m
1.91E+06
17.34
1.33
2.31E+06
17.04
1.33
3.12E+06
13.6
1.40
4.03E+06
13.2
1.40


30
1136
30-m
2.41 E+06
18.04
1.36
2.88E+06
17.71
1.36
3.93E+06
13.6
1.41
5.07E+06
13.2
1.41


45
1618
30-m
2.46E+06
18.18
1.40
2.94E+06
17.81
1.40
4.19E+06
13.9
1.45
5.39E+06
13.4
1.44


65
2260
30-m
2.28E+06
19.57
1.58
2.72E+06
18.99
1.58
3.81E+06
14.3
1.58
4.91E+06
13.7
1.56


85
2903
30-m
1.80E+06
21.88
1.81
2.14E+06
20.96
1.80
3.01E+06
15.3
1.79
3.88E+06
14.4
1.75


100
3385
30-m
1.48E+06
26.35
1.98
1.74E+06
24.94
2.00
2.19E+06
18.4
2.06
2.77E+06
16.9
2.04

T1
4
300
30-m
1.70E+06
21.41
1.39
1.97E+06
21.06
1.39
2.72E+06
16.5
1.44
3.34E+06
16.0
1.45


100
3385
30-m
1.28E+06
27.18
2.01
1.50E+06
25.65
2.03
1.83E+06
18.6
2.09
2.31E+06
16.9
2.07


85
2903
30-m
1.52E+06
21.60
1.81
1.82E+06
20.68
1.80
2.37E+06
15.3
1.80
3.06E+06
14.4
1.76


65
2260
30-m
1.77E+06
19.62
1.56
2.11 E+06
19.08
1.56
2.81E+06
14.4
1.58
3.61E+06
13.8
1.56


45
1618
30-m
1.87E+06
18.54
1.38
2.23E+06
18.18
1.39
2.96E+06
14.3
1.46
3.77E+06
13.8
1.45


30
1136
30-m
1.88E+06
18.41
1.33
2.23E+06
18.10
1.33
2.88E+06
14.4
1.43
3.67E+06
13.9
1.43


15
654
30-m
1.54E+06
18.20
1.33
1.84E+06
17.89
1.34
2.49E+06
14.7
1.43
3.14E+06
14.2
1.43


7
397
30-m
1.51 E+06
19.79
1.33
1.77E+06
19.49
1.34
2.44E+06
16.0
1.44
3.02E+06
15.5
1.44


4
300
30-m
1.45E+06
20.82
1.35
1.69E+06
20.50
1.35
2.36E+06
16.9
1.45
2.88E+06
16.4
1.46


4
381
30-m
1.29E+06
30.43
1.38
1.43E+06
30.09
1.38
1.33E+06
25.4
1.50
1.51E+06
24.8
1.51


7
431
30-m
1.46E+06
31.32
1.37
1.61E+06
30.99
1.38
1.54E+06
25.6
1.48
1.75E+06
25.0
1.50


15
622
30-m
2.17E+06
27.64
1.37
2.43E+06
27.29
1.38
2.44E+06
22.6
1.49
2.83E+06
22.0
1.50

T11
30
1090
30-m
3.25E+06
26.62
1.38
3.65E+06
26.26
1.38
3.71E+06
21.7
1.49
4.32E+06
21.1
1.50

45
1530
30-m
3.37E+06
26.84
1.40
3.79E+06
26.45
1.41
3.90E+06
21.6
1.50
4.56E+06
21.0
1.52


65
2179
30-m
3.30E+06
27.26
1.51
3.73E+06
26.78
1.51
4.03E+06
21.8
1.58
4.73E+06
21.0
1.59


85
2815
30-m
2.92 E+06
30.17
1.69
3.29E+06
29.48
1.70
3.71E+06
23.0
1.74
4.36E+06
22.0
1.75


100
3564
30-m
2.59E+06
33.12
1.81
2.92E+06
32.23
1.82
3.43E+06
24.0
1.85
4.04E+06
22.8
1.86


7
182
15-m
2.53E+05
18.42
1.34
3.09E+05
18.04
1.37
7.57E+05
15.6
1.89
9.56E+05
14.5
1.86


15
304
15-m
5.47E+06
24.10
1.59
6.41E+06
23.43
1.60
6.69E+06
17.2
1.60
8.32E+06
16.5
1.60


30
452
15-m
5.10E+06
22.60
1.65
6.06E+06
21.78
1.66
6.29E+06
16.2
1.67
7.96E+06
15.4
1.66


45
568
15-m
4.25E+06
23.66
1.73
5.05E+06
22.64
1.75
4.74E+06
17.0
1.75
5.99E+06
16.0
1.75


65
760
15-m
4.04E+06
27.77
1.72
4.70E+06
26.79
1.74
4.08E+06
20.7
1.76
4.95E+06
19.6
1.77


85
999
15-m
3.89E+06
28.54
1.71
4.49E+06
27.64
1.72
5.03E+06
23.3
1.73
5.99E+06
22.2
1.75


85
999
30-m
3.79E+06
28.84
1.74
4.32E+06
27.80
1.76
3.79E+06
21.6
1.75
4.52E+06
20.4
1.77

T2
100
1226
30-m
3.90E+06
28.29
1.64
4.42E+06
27.47
1.66
4.35E+06
23.1
1.72
5.11 E+06
22.0
1.75

7
182
30-m
1.40E+05
31.64
1.58
1.59E+05
30.47
1.63
2.43E+05
16.7
1.88
3.02E+05
15.6
1.88
F-2

-------
Table F-1 (continued)
APEX




nano-SMPS
EEPSb




no Loss Corr
Loss Corr
no Loss Corr
Loss Corr

Power
FF

N
GMD
GSD
N
GMD
GSD
N
GMD
GSD
N
GMD
GSD
Test
%
kg/h
Probe
(#/cm3)
(nm)
(-)
(#/cm3)
(nm)
(-)
(#/cm3)
(nm)
(-)
(#/cm3)
(nm)
(-)

7
182
15-m






4.26E+06
17.8
1.64
5.26E+06
17.0
1.64

100
1226
15-m
4.85E+06
29.32
1.62
5.56E+06
28.64
1.63
6.18E+06
24.9
1.71
7.28E+06
23.9
1.73

65
763
15-m
4.65E+06
27.41
1.67
5.39E+06
26.52
1.69
5.36E+06
20.8
1.76
6.52E+06
19.7
1.78

45
568
15-m
5.83E+06
22.74
1.65
6.92E+06
21.96
1.66
7.48E+06
16.2
1.71
9.50E+06
15.3
1.70

30
454
15-m
6.18E+06
22.95
1.58
7.30E+06
22.31
1.58
8.70E+06
16.2
1.61
1.10E+07
15.5
1.61

15
304
15-m
6.37E+06
23.91
1.50
7.44E+06
23.36
1.51
8.40E+06
17.3
1.58
1.04E+07
16.7
1.58

7
182
15-m
4.59E+05
31.54
1.38
5.21E+05
31.06
1.40
7.20E+05
16.8
1.85
9.01E+05
15.9
1.83

7
227
15-m
5.68E+04
13.76
1.62
7.52E+04
13.15
1.63
1.44E+06
19.3
2.18
1.85E+06
17.7
2.14

15
303
15-m
4.53E+06
23.42
1.60
5.34E+06
22.68
1.61
3.76E+07
16.0
1.62
4.75E+07
15.2
1.62

30
452
15-m
4.40E+06
22.44
1.68
5.24E+06
21.55
1.69
4.26E+07
15.9
1.69
5.42E+07
15.0
1.68

45
567
15-m
3.84E+06
23.36
1.75
4.58E+06
22.30
1.77
3.34E+07
16.6
1.76
4.25E+07
15.6
1.76

65
763
15-m
3.82E+06
27.86
1.73
4.44E+06
26.86
1.75
3.05E+07
20.3
1.76
3.73E+07
19.2
1.78

85
1009
15-m
5.36E+06
32.50
1.68
6.11 E+06
31.65
1.70
3.89E+07
23.2
1.73
4.64E+07
22.1
1.75
T5
100
1226
15-m
6.02E+06
34.05
1.66
6.82E+06
33.27
1.67
4.42E+07
24.6
1.71
5.21E+07
23.6
1.73
7
227
30-m
1.90E+04
14.13
1.84
2.60E+04
13.42
1.81
7.76E+05
19.4
2.34
9.95E+05
17.4
2.29

100
1226
30-m
3.62E+06
30.37
1.70
4.09E+06
29.43
1.73
2.65E+07
22.2
1.73
3.13E+07
21.1
1.76

85
1009
30-m
3.03E+06
28.78
1.73
3.45E+06
27.76
1.75
2.30E+07
21.2
1.75
2.75E+07
20.0
1.77

65
763
30-m
2.25E+06
24.47
1.79
2.64E+06
23.16
1.83
1.85E+07
18.3
1.78
2.29E+07
17.1
1.79

45
567
30-m
2.79E+06
19.25
1.78
3.41E+06
18.07
1.79
2.80E+07
13.9
1.73
3.71E+07
12.9
1.71

30
452
30-m
2.87E+06
18.99
1.70
3.50E+06
17.95
1.72
2.94E+07
14.0
1.72
3.88E+07
13.0
1.70

7
227
30-m
1.35E+04
17.45
1.84
1.76E+04
16.70
1.84
4.11E+05
22.2
2.36
5.30E+05
20.1
2.35

8.4
174
15-m
6.52E+05
10.73
1.60
9.18E+05
10.20
1.56
8.35E+05
9.49
1.53
1.23E+06
9.05
1.49

15
238
15-m
5.13E+05
10.47
1.87
7.53E+05
9.56
1.79
5.14E+05
9.71
1.72
7.66E+05
9.04
1.65

30
389
15-m
5.28E+05
10.44
1.87
7.74E+05
9.56
1.79
6.18E+05
9.23
1.70
9.34E+05
8.63
1.62

45
555
15-m
6.32E+05
10.15
1.88
9.34E+05
9.31
1.78
6.40E+05
9.40
1.75
9.63E+05
8.75
1.66

65
805
15-m
6.83E+05
9.94
1.91
1.02E+06
9.12
1.79
6.91E+05
9.07
1.77
1.05E+06
8.44
1.66

85
1082
15-m
6.94E+05
9.74
1.87
1.04E+06
8.99
1.76
8.51E+05
8.96
1.75
1.30E+06
8.37
1.64

100
1286
15-m
5.66E+05
10.07
2.04
8.51E+05
9.11
1.90
6.96E+05
9.27
1.85
1.06E+06
8.55
1.73
T3
8.4
172
15-m
6.42E+05
10.86
1.60
9.03E+05
10.30
1.57
6.93E+05
15.0
1.57
1.02E+06
14.4
1.54

100
1299
15-m






6.88E+05
9.80
1.96
1.04E+06
8.93
1.83

85
1088
15-m
5.55E+05
9.80
1.97
8.37E+05
8.93
1.84
3.76E+05
11.2
2.04
5.51E+05
10.0
1.93

65
810
15-m
3.60E+05
10.41
2.11
5.43E+05
9.20
1.98
2.66E+05
11.1
2.02
3.90E+05
9.96
1.92

45
563
15-m
3.63E+05
10.84
2.00
5.38E+05
9.69
1.91
2.05E+05
11.8
1.96
2.95E+05
10.6
1.89

30
392
15-m
4.45E+05
10.86
1.94
6.51E+05
9.80
1.86
2.74E+06
10.8
1.86
3.99E+06
9.87
1.79

15
235
15-m
5.74E+05
10.36
1.85
8.42E+05
9.48
1.77
4.73E+06
9.74
1.73
7.02E+06
9.06
1.65

8.4
173
15-m
7.32E+05
11.13
1.70
1.03E+06
10.44
1.66
9.98E+06
9.08
1.52
1.48E+07
8.68
1.47

8.4
168
15-m
3.37E+03
20.71
2.50
4.79E+03
19.65
2.44
1.91E+04
32.2
1.58
2.52E+04
31.4
1.61

15
239
15-m
3.15E+04
11.05
2.20
4.87E+04
9.60
2.14
2.21E+04
27.8
1.71
2.85E+04
26.7
1.73

30
385
15-m
7.53E+04
11.71
2.18
1.13E+05
10.24
2.10
4.96E+04
18.5
1.96
6.72E+04
16.9
1.97

45
547
15-m
2.00E+05
12.97
2.33
2.95E+05
11.04
2.24
1.19E+06
13.1
2.09
1.71 E+06
11.6
2.02

65
788
15-m
4.36E+05
11.32
2.18
6.45E+05
9.94
2.06
2.83E+06
12.1
2.11
4.10E+06
10.7
2.02

85
1050
15-m
4.62E+05
14.28
2.41
6.61E+05
12.11
2.33
4.52E+06
12.3
2.14
6.63E+06
10.8
2.04

100
1253
15-m
4.90E+05
8.95
1.69
7.47E+05
8.37
1.61
5.27E+06
11.8
2.18
7.75E+06
10.4
2.06

8.4
168
15-m
2.53E+03
43.85
2.54
3.39E+03
38.70
2.64
1.40E+05
40.9
1.95
1.90E+05
39.2
2.00
T4
100
1252
15-m






1.83E+06
22.0
2.29
2.32E+06
19.3
2.35

85
1041
15-m
4.27E+05
13.26
2.43
6.17E+05
11.24
2.31
2.34E+06
15.9
2.30
3.20E+06
13.8
2.26

8.4
168
15-m
9.96E+02
32.05
3.29
1.53E+03
27.10
3.31
4.96E+04
40.7
2.08
5.86E+04
38.6
2.14

85
1052
15-m
2.64E+05
14.45
2.57
3.79E+05
11.92
2.48
1.62E+06
20.4
2.22
2.08E+06
18.0
2.26

65
786
15-m
2.84E+05
12.47
2.30
4.15E+05
10.72
2.20
1.69E+06
15.1
2.18
2.34E+06
13.2
2.14

45
549
15-m
1.11 E+ 05
10.11
2.09
1.72E+05
8.86
1.99
6.86E+05
15.6
2.15
9.56E+05
13.8
2.12

30
384
15-m
2.82E+04
10.06
2.07
4.51E+04
8.86
1.99
1.38E+05
28.6
2.10
1.78E+05
26.7
2.13

15
231
15-m
2.11E+03
21.74
3.01
3.16E+03
18.77
3.01
5.35E+04
40.3
1.96
6.46E+04
38.8
2.00

8.4
167
15-m
1.07E+03
29.21
2.93
1.63E+03
26.06
2.95
7.06E+04
39.9
2.07
9.24E+04
37.9
2.13

8.4
179
30-m
2.21 E+06
13.00
1.45
2.90E+06
12.54
1.44
9.70E+06
9.74
1.40
1.40E+07
9.39
1.38

15
233
30-m
1.03E+06
10.10
1.49
1.49E+06
9.66
1.45
1.85E+06
8.42
1.38
2.86E+06
8.13
1.35

30
372
30-m
1.25E+06
10.52
1.54
1.78E+06
10.03
1.49
2.40E+06
8.60
1.41
3.69E+06
8.28
1.37

45
524
30-m
1.24E+06
10.65
1.59
1.76E+06
10.11
1.54
2.37E+06
8.59
1.44
3.64E+06
8.25
1.39

65
750
30-m
1.52E+06
11.30
1.61
2.13E+06
10.71
1.57
2.95E+06
8.88
1.46
4.47E+06
8.52
1.41

85
971
30-m
1.52E+06
11.48
1.65
2.12E+06
10.88
1.60
3.01E+06
8.96
1.49
4.57E+06
8.57
1.44

100
1171
30-m
1.43E+06
11.54
1.71
2.00E+06
10.89
1.64
2.84E+06
8.93
1.53
4.33E+06
8.52
1.47
T10
8.4
177
30-m
1.06E+06
11.72
1.48
1.44E+06
11.25
1.46
2.02E+06
9.30
1.41
2.99E+06
8.95
1.38

100
1180
30-m
1.19E+06
11.41
1.81
1.69E+06
10.63
1.73
2.38E+06
8.91
1.60
3.66E+06
8.45
1.52

85
982
30-m
1.23E+06
11.41
1.76
1.73E+06
10.67
1.69
2.40E+06
8.83
1.55
3.69E+06
8.40
1.48

65
767
30-m
9.34E+05
11.11
1.79
1.34E+06
10.33
1.71
1.90E+06
8.64
1.55
2.95E+06
8.22
1.47

45
529
30-m
1.16E+06
10.46
1.60
1.66E+06
9.91
1.55
1.94E+06
8.49
1.48
3.03E+06
8.12
1.42

30
371
30-m
9.06E+05
10.21
1.63
1.32E+06
9.61
1.57
1.50E+06
8.32
1.49
2.35E+06
7.95
1.42

15
231
30-m
6.19E+05
10.07
1.64
9.12E+05
9.43
1.58
1.03E+06
8.31
1.50
1.63E+06
7.92
1.43

8.4
178
30-m
1.46E+06
12.15
1.47
1.96E+06
11.70
1.45
2.35E+06
9.44
1.42
3.46E+06
9.08
1.39

7
610
30-m
4.04E+06
18.25
1.54
4.89E+06
17.64
1.54
9.62E+05
14.4
1.50
1.23E+06
13.8
1.50
F-3

-------
Table F-1 (continued)





nano-SMPS
EEPSb





no Loss Corr
Loss Corr
no Loss Corr
Loss Corr


Power
FF

N
GMD
GSD
N
GMD
GSD
N
GMD
GSD
N
GMD
GSD
APEX
Test
%
kg/h
Probe
(#/cm3)
(nm)
(-)
(#/cm3)
(nm)
(-)
(#/cm3)
(nm)
(-)
(#/cm3)
(nm)
(-)


15
1014
30-m
3.30E+06
12.53
1.32
4.35E+06
12.23
1.33
6.44E+05
10.1
1.32
9.14E+05
9.86
1.31


30
2245
30-m
3.73E+06
13.24
1.35
4.83E+06
12.92
1.35
7.05E+05
10.4
1.35
9.90E+05
10.1
1.34


45
3726
30-m
3.42E+06
14.61
1.64
4.41E+06
13.96
1.62
7.05E+05
11.3
1.58
9.80E+05
10.8
1.54


65
5827
30-m
1.77E+06
13.70
1.64
2.32E+06
13.02
1.62
6.19E+05
15.7
2.01
8.24E+05
14.1
1.98


7
595
30-m
3.89E+06
17.63
1.52
4.73E+06
17.04
1.52
1.11 E+06
13.8
1.49
1.43E+06
13.2
1.48


65
5658
30-m
2.99E+06
20.31
2.06
3.71E+06
18.69
2.05
7.58E+05
14.4
1.97
1.02E+06
13.1
1.91

T6
80
7026
30-m
1.57E+06
28.63
1.90
1.83E+06
26.69
1.97
4.82E+05
26.3
2.00
5.77E+05
24.0
2.08

7
368
30-m
4.08E+06
17.83
1.51
4.95E+06
17.26
1.51
1.12E+06
13.7
1.49
1.44E+06
13.2
1.48


7
368
30-m
4.78E+06
20.5
1.64
5.69E+06
19.7
1.64
1.15E+06
17.5
1.62
1.45E+06
16.7
1.62


80
7026
30-m
2.07E+06
30.96
2.03
2.41E+06
28.64
2.12
5.46E+05
25.4
2.06
6.59E+05
22.9
2.14


65
5658
30-m
2.06E+06
20.32
2.05
2.55E+06
18.60
2.05
4.93E+05
17.2
2.09
6.42E+05
15.3
2.08


45
3834
30-m
3.12E+06
14.15
1.59
4.04E+06
13.57
1.56
7.07E+05
11.2
1.59
9.90E+05
10.6
1.55


30
2465
30-m
3.35E+06
12.94
1.37
4.37E+06
12.61
1.37
6.98E+05
10.2
1.37
9.91E+05
9.89
1.35


15
1097
30-m
3.00E+06
12.38
1.33
3.96E+06
12.08
1.33
7.13E+05
9.87
1.32
1.02E+06
9.62
1.31


7
368
30-m
4.18E+06
17.97
1.50
5.06E+06
17.43
1.50
1.30E+06
13.9
1.49
1.67E+06
13.4
1.48


7
600
30-m
4.84E+06
19.32
1.51
5.77E+06
18.76
1.51
1.76E+06
15.4
1.51
2.22E+06
14.8
1.51


15
1035
30-m
3.85E+06
13.39
1.36
4.97E+06
13.04
1.36
1.23E+06
10.7
1.33
1.70E+06
10.4
1.33


30
2230
30-m
4.34E+06
14.06
1.39
5.53E+06
13.69
1.39
1.36E+06
10.9
1.34
1.88E+06
10.6
1.33


45
3688
30-m
4.11E+06
14.77
1.52
5.22E+06
14.25
1.51
1.30E+06
11.4
1.49
1.78E+06
10.9
1.46


65
5702
30-m
3.21 E+06
17.86
1.90
4.01E+06
16.69
1.88
1.18E+06
14.0
1.90
1.58E+06
12.8
1.85

T7
80
7100
30-m
2.31 E+06
26.48
2.10
2.75E+06
24.32
2.15
8.83E+05
21.1
2.13
1.10E+06
18.8
2.16


7
591
30-m
4.75E+06
18.89
1.50
5.68E+06
18.34
1.50
2.14E+06
14.7
1.49
2.71E+06
14.1
1.48


80
7200
30-m
2.41 E+06
26.53
2.12
2.87E+06
24.30
2.17
1.04E+06
21.1
2.17
1.30E+06
18.7
2.20


65
5711
30-m
3.08E+06
16.80
1.82
3.89E+06
15.78
1.79
1.18E+06
14.0
1.92
1.58E+06
12.8
1.87


30
2252
30-m
4.15E+06
13.97
1.38
5.30E+06
13.60
1.38
1.44E+06
10.6
1.35
2.01E+06
10.3
1.34


7
596
30-m
4.69E+06
18.13
1.45
5.65E+06
17.63
1.46
2.28E+06
14.3
1.47
2.91E+06
13.8
1.47


4
566
30-m
1.49E+06
12.69
1.63
2.01E+06
12.00
1.60
1.27E+06
10.8
1.61
1.80E+06
10.2
1.56


7
770
30-m
1.48E+06
13.98
1.56
1.92E+06
13.30
1.56
1.25E+06
11.9
1.56
1.70E+06
11.4
1.53


15
1191
30-m
3.12E+06
16.09
1.51
3.87E+06
15.53
1.51
2.67E+06
12.7
1.52
3.56E+06
12.2
1.50


30
2109
30-m
2.90E+06
16.96
1.67
3.60E+06
16.16
1.66
2.57E+06
13.4
1.61
3.38E+06
12.8
1.59


45
3178
30-m
2.33E+06
23.65
1.99
2.79E+06
22.10
2.01
1.67E+06
16.3
1.87
2.13E+06
15.2
1.85


65
4750
30-m
1.22E+06
32.77
2.04
1.41E+06
30.69
2.11
1.00E+06
30.6
2.21
1.18E+06
27.8
2.30


85
6096
30-m
1.36E+06
20.16
2.22
1.71 E+06
18.20
2.21
9.39E+05
21.1
2.50
1.22E+06
18.3
2.50

T8
7
782
30-m






2.17E+06
12.5
1.55
2.91 E+06
12.0
1.53

85
6449
30-m
1.24E+06
22.54
2.39
1.56E+06
19.92
2.41
8.81E+05
20.6
2.43
1.14E+06
18.0
2.42


4
552
43-m
1.88E+06
14.43
1.50
3.13E+06
13.58
1.47
1.93E+06
12.0
1.50
3.47E+06
11.2
1.45


65
4691
43-m
1.21 E+06
30.86
2.17
1.71 E+06
25.79
2.28
8.84E+05
26.1
2.35
1.37E+06
19.9
2.45


45
3436
43-m
1.42E+06
20.24
2.05
2.23E+06
17.28
2.01
1.05E+06
16.1
2.15
1.89E+06
12.9
2.03


30
2131
43-m
1.94E+06
15.96
1.74
3.19E+06
14.43
1.69
1.36E+06
12.5
1.76
2.59E+06
11.0
1.65


15
1178
43-m
1.97E+06
14.58
1.58
3.31E+06
13.48
1.55
1.55E+06
11.5
1.57
3.01E+06
10.5
1.50


7
654
43-m
2.28E+06
15.69
1.53
3.67E+06
14.70
1.51
1.87E+06
12.2
1.53
3.45E+06
11.2
1.48


4
437
43-m
2.58E+06
16.92
1.55
4.03E+06
15.87
1.53
2.27E+06
12.9
1.53
4.05E+06
11.9
1.49


4
421
30-m
4.39E+06
20.35
1.53
5.19E+06
19.75
1.54
7.20E+05
19.1
1.60
8.83E+05
18.4
1.60


7
690
30-m
1.28E+06
11.21
1.65
1.81E+06
10.53
1.60
1.82E+05
11.3
1.75
2.56E+05
10.6
1.68


15
1221
30-m
1.19E+06
11.22
1.75
1.69E+06
10.43
1.68
1.76E+05
11.1
1.82
2.54E+05
10.3
1.73


30
2004
30-m
9.47E+05
15.59
2.19
1.28E+06
13.63
2.14
1.44E+05
17.0
2.20
1.91E+05
15.0
2.18


45
3068
30-m
8.91 E+05
25.87
2.15
1.08E+06
22.96
2.26
1.65E+05
28.3
1.95
1.92E+05
26.4
2.01


65
4479
30-m
1.22E+06
38.19
1.81
1.36E+06
36.96
1.86
2.54E+05
39.9
1.76
2.82E+05
38.9
1.80


85
6233
30-m
7.24E+05
37.33
1.99
8.29E+05
34.86
2.11
1.67E+05
43.3
1.82
1.86E+05
42.1
1.87


100
6966
30-m
5.49E+05
33.85
2.14
6.45E+05
30.37
2.31
1.22E+05
41.9
1.87
1.36E+05
40.7
1.92

T9
4
494
30-m
2.55E+06
14.70
1.52
3.25E+06
14.14
1.51
8.24E+05
12.6
1.53
1.10E+06
12.1
1.51


100 6987
30-m






1.19E+05
44.7
1.83
1.33E+05
43.5
1.89


85
6307
30-m
6.69E+05
38.84
1.86
7.52E+05
37.11
1.95
1.65E+05
42.1
1.83
1.84E+05
41.0
1.88


65
4551
30-m
1.11 E+06
35.93
1.78
1.24E+06
34.78
1.82
2.83E+05
40.5
1.75
3.14E+05
39.6
1.78


45
3111
30-m
1.06E+06
20.75
2.28
1.35E+06
18.00
2.32
2.15E+05
23.2
2.12
2.66E+05
20.8
2.17


30
2037
30-m
1.02 E+06
13.82
2.11
1.42E+06
12.24
2.04
2.43E+05
13.2
2.09
3.41E+05
11.7
2.00


15
1173
30-m
1.17E+06
10.63
1.70
1.69E+06
9.93
1.63
2.39E+05
10.7
1.83
3.49E+05
9.86
1.74


7
668
30-m
9.33E+05
10.38
1.66
1.36E+06
9.69
1.60
1.40E+05
10.7
1.80
2.04E+05
9.92
1.71


4
506
30-m
3.51 E+06
15.44
1.48
4.39E+06
14.93
1.48
2.10E+05
14.4
1.63
2.70E+05
13.8
1.60
a Not corrected for ambient background. Presented for comparison only.
b Power =% rated thrust; N = particle number concentration; no Loss Corr = data not corrected for particle line loss; and
Loss Corr = data were corrected for particle line loss.
F-4

-------
Appendix G
Tables for Section 11
Black Carbon and PAH Emissions
Table G-1. Black carbon emission indices as determined by the aethalometer
Table G-2. Particle surface-bound PAH emission indices determined by the PAS 2000

-------
This page intentionally left blank.

-------
Table G-1. Black carbon emission indices as determined by the aethalometer
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
No Loss Corr
%
kg/h
Average
SD
1
EPA 2
CFM56-2C
Base
7
436
30-m
33.61
46.18
1
EPA 2
CFM56-2C
Base
100
3180
30-m
40.52
78.71
1
EPA 2
CFM56-2C
Base
85
2898
30-m
375.87
127.93
1
EPA 2
CFM56-2C
Base
30
1017
30-m
90.17
155.22
1
EPA 2
CFM56-2C
Base
7
409
30-m


1
EPA 2
CFM56-2C
Base
100
3178
30-m
9.54
18.44
1
EPA 2
CFM56-2C
Base
85
2824
30-m
352.84
172.97
1
EPA 2
CFM56-2C
Base
30
1022
30-m
104.25
172.96
1
EPA 2
CFM56-2C
Base
7
418
30-m


1
EPA 2
CFM56-2C
Base
100
3230
30-m


1
EPA 2
CFM56-2C
Base
85
2892
30-m
340.12
124.77
1
EPA 2
CFM56-2C
Base
30
1017
30-m
86.12
181.93
1
EPA 2
CFM56-2C
Base
7
413
30-m


1
EPA 2
CFM56-2C
Base
100
3137
30-m
12.14
29.43
1
EPA 2
CFM56-2C
Base
85
2825
30-m
360.05
168.30
1
EPA 2
CFM56-2C
Base
30
1038
30-m
117.59
184.73
1
EPA 2
CFM56-2C
Base
7
449
30-m


1
NASAIa
CFM56-2C
Base
4
350
30-m
111.86
72.32
1
NASAIa
CFM56-2C
Base
100
3169
30-m
200.02
205.27
1
NASAIa
CFM56-2C
Base
85
2928
30-m
585.92
146.45
1
NASAIa
CFM56-2C
Base
65
2107
30-m
192.46
157.83
1
NASAIa
CFM56-2C
Base
4
327
30-m
6.31
46.31
1
NASAIa
CFM56-2C
Base
100
3155
30-m
77.90
113.25
1
NASAIa
CFM56-2C
Base
85
2883
30-m
381.34
90.98
1
NASAIa
CFM56-2C
Base
70
2288
30-m
177.80
84.04
1
NASAIa
CFM56-2C
Base
65
2070
30-m
62.42
33.69
1
NASAIa
CFM56-2C
Base
60
1902
30-m
47.10
46.88
1
NASAIa
CFM56-2C
Base
4
336
30-m
16.93
45.74
1
NASAIa
CFM56-2C
Base
100
3146
30-m
83.32
72.98
1
NASAIa
CFM56-2C
Base
85
2946
30-m
418.39
84.85
1
NASAIa
CFM56-2C
Base
65
2102
30-m
170.59
104.43
1
NASAIa
CFM56-2C
Base
4
336
30-m
7.29
40.70
1
NASAIa
CFM56-2C
Base
100
3110
30-m
35.38
25.09
1
NASAIa
CFM56-2C
Base
85
2897
30-m
420.05
56.77
1
NASAIa
CFM56-2C
Base
65
2088
30-m
185.28
156.11
1
NASAIa
CFM56-2C
Base
4
336
30-m
20.04
48.35
1
NASAIa
CFM56-2C
Base
100
3055
30-m
48.93
46.32
1
NASAIa
CFM56-2C
Base
85
2838
30-m
379.46
46.41
1
NASAIa
CFM56-2C
Base
70
2252
30-m
182.64
68.31
1
NASAIa
CFM56-2C
Base
65
2122
30-m
71.17
13.73
1
NASAIa
CFM56-2C
Base
60
1941
30-m
43.45
39.35
1
NASAIa
CFM56-2C
Base
4
331
30-m
20.22
50.56
1
EPA 3
CFM56-2C
Hi-S
7
445
30-m
187.13
344.39
1
EPA 3
CFM56-2C
Hi-S
100
3128
30-m


1
EPA 3
CFM56-2C
Hi-S
85
2847
30-m
315.09
153.26
1
EPA 3
CFM56-2C
Hi-S
76
2424
30-m
233.49
151.76
1
EPA 3
CFM56-2C
Hi-S
30
958
30-m
161.41
194.49
1
EPA 3
CFM56-2C
Hi-S
7
418
30-m
349.94
745.77
1
EPA 3
CFM56-2C
Hi-S
85
2838
30-m
344.27
314.21
G-1

-------
Table G-1 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
No Loss Corr
%
kg/h
Average
SD
1
EPA 3
CFM56-2C
H
-S
30
981
30-m
179.25
471.25
1
EPA 3
CFM56-2C
H
-S
7
454
30-m
464.13
766.92
1
EPA 3
CFM56-2C
H
-S
100
3110
2860
30-m
62.41
112.00
1
EPA 3
CFM56-2C
H
-S
85
30-m
230.95
115.14
1
EPA 3
CFM56-2C
H
-S
30
944
30-m
371.08
645.51
1
EPA 3
CFM56-2C
H
-S
7
445
30-m
441.06
820.03
1
EPA 3
CFM56-2C
H
-S
100
3110
2815
30-m
207.63
11.94
1
EPA 3
CFM56-2C
H
-S
85
30-m
254.79
128.83
1
EPA 3
CFM56-2C
H
-S
30
972
30-m
384.05
398.78
1
EPA 3
CFM56-2C
H
-S
7
427
30-m
339.29
621.32
1
NASA 2
CFM56-2C
H
-S
4
345
30-m


1
NASA 2
CFM56-2C
H
-S
100
3020
30-m
64.58
77.59
1
NASA 2
CFM56-2C
H
-S
85
2715
30-m
189.85
46.49
1
NASA 2
CFM56-2C
H
-S
65
2072
30-m
43.72
66.26
1
NASA 2
CFM56-2C
H
-S
40
1245
30-m
341.48
363.53
1
NASA 2
CFM56-2C
H
-S
30
950
30-m
1586.17
1586.69
1
NASA 2
CFM56-2C
H
-S
7
402
30-m
537.38
185.91
1
NASA 2
CFM56-2C
H
-S
4
350
30-m
582.43
363.96
1
NASA 2
CFM56-2C
H
-S
100
2963
30-m
925.75
249.32
1
NASA 2
CFM56-2C
H
-S
85
2676
30-m
3985.38
1841.91
1
NASA 2
CFM56-2C
H
-S
65
2053
30-m
8823.49
5063.76
1
NASA 2
CFM56-2C
H
-S
40
1238
30-m
6139.27
3559.95
1
NASA 2
CFM56-2C
H
-S
30
954
30-m
406.83
588.24
1
NASA 2
CFM56-2C
H
-S
7
413
30-m
144.81
319.07
1
NASA 2
CFM56-2C
H
-S
4
341
30-m
23.32
137.92
1
NASA 2
CFM56-2C
H
-S
100
2968
30-m


1
NASA 2
CFM56-2C
H
-s
85
2791
30-m


1
NASA 2
CFM56-2C
H
-s
70
2191
30-m


1
NASA 2
CFM56-2C
H
-s
65
2013
30-m


1
NASA 2
CFM56-2C
H
-s
60
1855
30-m


1
NASA 2
CFM56-2C
H
-s
40
1224
30-m
291.72
292.52
1
NASA 2
CFM56-2C
H
-s
30
962
30-m
236.11
257.79
1
NASA 2
CFM56-2C
H
-s
15
543
30-m
496.87
575.60
1
NASA 2
CFM56-2C
H
-s
7
424
30-m
345.04
574.08
1
NASA 2
CFM56-2C
H
-s
5.5
381
30-m
441.22
330.88
1
NASA 3
CFM56-2C
H
-s
4
353
30-m


1
NASA 3
CFM56-2C
H
-s
100
3121
30-m


1
NASA 3
CFM56-2C
H
-s
85
2785
30-m


1
NASA 3
CFM56-2C
H
-s
65
2050
30-m


1
NASA 3
CFM56-2C
H
-s
40
1241
30-m


1
NASA 3
CFM56-2C
H
-s
30
976
30-m
21.14
31.68
1
NASA 3
CFM56-2C
H
-s
7
402
30-m
831.92
578.31
1
NASA 3
CFM56-2C
H
-s
4
341
30-m
738.95
537.88
1
NASA 3
CFM56-2C
H
-s
100
3022
30-m
762.98
203.08
1
NASA 3
CFM56-2C
H
-s
85
2763
30-m
519.38
335.30
1
NASA 3
CFM56-2C
H
-s
65
2047
30-m
281.88
270.18
1
NASA 3
CFM56-2C
H
-s
40
1251
30-m
424.64
282.43
1
NASA 3
CFM56-2C
H
-s
30
998
30-m
304.02
160.95
1
NASA 3
CFM56-2C
H
-s
7
405
30-m
3.27
59.44
G-2

-------
Table G-1 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
No Loss Corr
%
kg/h
Average
SD
1
NASA 3
CFM56-2C
H
-S
4
348
30-m
20.17
62.61
1
NASA 3
CFM56-2C
H
-S
100
3009
30-m
122.81
284.88
1
NASA 3
CFM56-2C
H
-S
85
2727
30-m
696.58
231.87
1
NASA 3
CFM56-2C
H
-S
70
2200
30-m
352.58
509.51
1
NASA 3
CFM56-2C
H
-S
65
2060
30-m
287.69
494.69
1
NASA 3
CFM56-2C
H
-S
60
1846
30-m


1
NASA 3
CFM56-2C
H
-S
40
1274
30-m


1
NASA 3
CFM56-2C
H
-S
30
985
30-m
569.76
805.83
1
NASA 3
CFM56-2C
H
-S
15
538
30-m
1524.83
787.36
1
NASA 3
CFM56-2C
H
-S
7
410
30-m
699.38
625.12
1
NASA 3
CFM56-2C
H
-S
5.5
382
30-m
348.29
608.92
1
NASA 4
CFM56-2C
H
-Arom
4
342
30-m
109.38
75.69
1
NASA 4
CFM56-2C
H
-Arom
100
2984
30-m
245.73
177.59
1
NASA 4
CFM56-2C
H
-Arom
85
2697
30-m
542.26
138.19
1
NASA 4
CFM56-2C
H
-Arom
65
2029
30-m
156.51
118.07
1
NASA 4
CFM56-2C
H
-Arom
40
1226
30-m
90.87
118.21
1
NASA 4
CFM56-2C
H
-Arom
30
976
30-m
10.21
65.07
1
NASA 4
CFM56-2C
H
-Arom
7
397
30-m
407.87
377.16
1
NASA 4
CFM56-2C
H
-Arom
4
347
30-m
146.74
224.92
1
NASA 4
CFM56-2C
H
-Arom
100
2949
30-m
217.28
38.24
1
NASA 4
CFM56-2C
H
-Arom
85
2706
30-m
303.69
98.50
1
NASA 4
CFM56-2C
H
-Arom
65
2034
30-m
103.44
85.37
1
NASA 4
CFM56-2C
H
-Arom
40
1185
30-m
76.21
99.71
1
NASA 4
CFM56-2C
H
-Arom
30
962
30-m


1
NASA 4
CFM56-2C
H
-Arom
7
395
30-m
93.26
201.61
1
NASA 4
CFM56-2C
H
-Arom
4
341
30-m
100.59
192.29
1
NASA 4
CFM56-2C
H
-Arom
100
2974
30-m
131.40
93.36
1
NASA 4
CFM56-2C
H
-Arom
85
2738
30-m
270.57
31.99
1
NASA 4
CFM56-2C
H
-Arom
100
2974
30-m
17.38
24.19
1
NASA 4
CFM56-2C
H
-Arom
85
2701
30-m
264.15
114.34
1
NASA 4
CFM56-2C
H
-Arom
70
2157
30-m
145.73
128.84
1
NASA 4
CFM56-2C
H
-Arom
65
1998
30-m
25.51
36.89
1
NASA 4
CFM56-2C
H
-Arom
60
1850
30-m
65.32
78.00
1
NASA 4
CFM56-2C
H
-Arom
40
1226
30-m


1
NASA 4
CFM56-2C
H
-Arom
30
962
30-m
171.09
152.18
1
NASA 4
CFM56-2C
H
-Arom
15
545
30-m
86.29
64.80
1
NASA 4
CFM56-2C
H
-Arom
7
404
30-m
167.82
173.87
1
NASA 4
CFM56-2C
H
-Arom
5.5
381
30-m
33.65
161.73
1
NASA 4
CFM56-2C
H
-Arom
4
347
30-m
73.17
143.07
1
NASA 4
CFM56-2C
H
-Arom
100
3008
30-m
145.13
164.54
1
NASA 4
CFM56-2C
H
-Arom
85
2697
30-m
308.44
75.18
1
NASA 4
CFM56-2C
H
-Arom
65
2029
30-m
176.82
138.96
1
NASA 4
CFM56-2C
H
-Arom
40
1244
30-m
38.64
72.75
1
NASA 4
CFM56-2C
H
-Arom
30
940
30-m
8.98
38.96
1
NASA 4
CFM56-2C
H
-Arom
7
409
30-m


1
NASA 4
CFM56-2C
H
-Arom
4
347
30-m
499.92
447.11
1
NASA 5
CFM56-2C
H
-Arom
4
354
30-m
178.48
175.38
1
NASA 5
CFM56-2C
H
-Arom
100
3210
30-m
147.67
138.14
1
NASA 5
CFM56-2C
H
-Arom
85
2960
30-m
321.80
142.02
G-3

-------
Table G-1 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
No Loss Corr
%
kg/h
Average
SD
1
NASA 5
CFM56-2C
H
-Arom
65
2191
30-m
167.16
176.73
1
NASA 5
CFM56-2C
H
-Arom
40
1253
30-m
67.30
95.71
1
NASA 5
CFM56-2C
H
-Arom
30
962
30-m
131.79
215.30
1
NASA 5
CFM56-2C
H
-Arom
7
413
30-m
373.50
420.60
1
NASA 5
CFM56-2C
H
-Arom
4
341
30-m
109.92
230.15
1
NASA 5
CFM56-2C
H
-Arom
100
3264
30-m
107.27
126.49
1
NASA 5
CFM56-2C
H
-Arom
85
2869
30-m
419.50
237.60
1
NASA 5
CFM56-2C
H
-Arom
65
2134
30-m
149.04
173.63
1
NASA 5
CFM56-2C
H
-Arom
40
1280
30-m
153.39
244.51
1
NASA 5
CFM56-2C
H
-Arom
30
990
30-m
19.15
54.30
1
NASA 5
CFM56-2C
H
-Arom
7
404
30-m
146.38
245.34
1
NASA 5
CFM56-2C
H
-Arom
4
338
30-m
140.30
232.74
1
NASA 5
CFM56-2C
H
-Arom
100
3087
30-m
197.53
136.21
1
NASA 5
CFM56-2C
H
-Arom
85
2933
30-m
205.09
94.80
1
NASA 5
CFM56-2C
H
-Arom
70
2247
30-m
150.63
137.54
1
NASA 5
CFM56-2C
H
-Arom
65
2088
30-m
72.30
74.52
1
NASA 5
CFM56-2C
H
-Arom
60
1930
30-m
52.57
72.63
1
NASA 5
CFM56-2C
H
-Arom
40
1271
30-m
229.94
324.55
1
NASA 5
CFM56-2C
H
-Arom
30
999
30-m
113.40
178.39
1
NASA 5
CFM56-2C
H
-Arom
15
545
30-m
237.56
326.27
1
NASA 5
CFM56-2C
H
-Arom
7
413
30-m
180.84
207.44
1
NASA 5
CFM56-2C
H
-Arom
5.5
395
30-m
81.15
117.39
1
NASA 5
CFM56-2C
H
-Arom
4
345
30-m
150.68
263.14
1
NASA 5
CFM56-2C
H
-Arom
100
3142
30-m
254.92
201.61
1
NASA 5
CFM56-2C
H
-Arom
85
2815
30-m
303.18
210.14
1
NASA 5
CFM56-2C
H
-Arom
65
2111
30-m
117.30
135.05
1
NASA 5
CFM56-2C
H
-Arom
40
1362
30-m
56.86
124.45
1
NASA 5
CFM56-2C
H
-Arom
30
1003
30-m
297.55
311.27
1
NASA 5
CFM56-2C
H
-Arom
7
409
30-m
161.52
322.58
1
NASA 5
CFM56-2C
H
-Arom
4
345
30-m
199.07
256.43
2
T1
CFM56-7B
Fleet
4
336
30-m
238.07
206.87
2
T1
CFM56-7B
Fleet
7
418
30-m
124.14
161.09
2
T1
CFM56-7B
Fleet
30
1180
30-m
172.21
67.32
2
T1
CFM56-7B
Fleet
40
1544
30-m
89.85
72.68
2
T1
CFM56-7B
Fleet
65
2497
30-m
344.89
111.52
2
T1
CFM56-7B
Fleet
85
4131
30-m
347.08
90.05
2
T1
CFM56-7B
Fleet
7
395
30-m
315.59
558.61
2
T1
CFM56-7B
Fleet
85
4086
30-m
318.30
262.18
2
T1
CFM56-7B
Fleet
65
2497
30-m
362.90
118.58
2
T1
CFM56-7B
Fleet
40
1498
30-m
96.51
136.79
2
T1
CFM56-7B
Fleet
30
1135
30-m
66.66
57.12
2
T1
CFM56-7B
Fleet
4
313
30-m
163.96
199.68
2
T4
CFM56-7B
Fleet
4
336
30-m
413.64
200.19
2
T4
CFM56-7B
Fleet
7
418
30-m
235.58
81.90
2
T4
CFM56-7B
Fleet
30
1180
30-m
147.08
68.10
2
T4
CFM56-7B
Fleet
40
1544
30-m
86.63
39.28
2
T4
CFM56-7B
Fleet
65
2497
30-m
399.87
64.97
2
T4
CFM56-7B
Fleet
85
4131
30-m
551.39
102.95
2
T4
CFM56-7B
Fleet
7
395
30-m
498.96
141.64
G-4

-------
Table G-1 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
No Loss Corr
%
kg/h
Average
SD
2
T4
CFM56-7B
Fleet
85
4086
30-m
407.68
218.34
2
T4
CFM56-7B
Fleet
65
2497
30-m
375.12
107.61
2
T4
CFM56-7B
Fleet
40
1498
30-m
109.94
84.58
2
T4
CFM56-7B
Fleet
30
1135
30-m
57.84
51.03
2
T4
CFM56-7B
Fleet
7
381
30-m
127.70
75.98
2
T4
CFM56-7B
Fleet
4
313
30-m
183.64
109.18
2
T2
CFM56-3B
Fleet
4
341
30-m
465.40
51.68
2
T2
CFM56-3B
Fleet
7
422
30-m
307.82
31.34
2
T2
CFM56-3B
Fleet
30
1099
30-m
184.98
12.14
2
T2
CFM56-3B
Fleet
40
1403
30-m
140.02
8.32
2
T2
CFM56-3B
Fleet
65
2193
30-m
463.72
26.55
2
T2
CFM56-3B
Fleet
85
3528
30-m
722.41
29.57
2
T2
CFM56-3B
Fleet
7
404
30-m
484.90
40.30
2
T2
CFM56-3B
Fleet
85
3559
30-m
680.22
33.90
2
T2
CFM56-3B
Fleet
65
2184
30-m
721.79
34.82
2
T2
CFM56-3B
Fleet
85
3559
30-m
772.16
29.28
2
T2
CFM56-3B
Fleet
40
1367
30-m
558.98
29.07
2
T2
CFM56-3B
Fleet
30
1067
30-m
255.47
16.15
2
T2
CFM56-3B
Fleet
7
418
30-m
184.03
17.29
2
T2
CFM56-3B
Fleet
4
345
30-m
248.98
27.03
2
T3
CFM56-3B
Fleet
4
372
30-m
328.41
58.33
2
T3
CFM56-3B
Fleet
7
440
30-m
424.39
105.49
2
T3
CFM56-3B
Fleet
30
1130
30-m
260.33
40.26
2
T3
CFM56-3B
Fleet
40
1444
30-m
305.25
43.12
2
T3
CFM56-3B
Fleet
65
2252
30-m


2
T3
CFM56-3B
Fleet
85
3677
30-m


2
T3
CFM56-3B
Fleet
7
418
30-m
583.83
324.05
2
T3
CFM56-3B
Fleet
85
3650
30-m
823.85
635.34
2
T3
CFM56-3B
Fleet
65
2261
30-m
992.12
486.21
2
T3
CFM56-3B
Fleet
40
1412
30-m
350.92
91.07
2
T3
CFM56-3B
Fleet
30
1108
30-m
299.94
36.99
2
T3
CFM56-3B
Fleet
7
422
30-m
315.30
74.87
2
T3
CFM56-3B
Fleet
4
368
30-m
335.59
64.33
3
T11
CFM56-3B
Fleet
4
381
30-m
33.22
65.11
3
T11
CFM56-3B
Fleet
7
431
30-m
30.06
54.81
3
T11
CFM56-3B
Fleet
15
622
30-m
27.97
40.83
3
T11
CFM56-3B
Fleet
30
1090
30-m
26.33
29.90
3
T11
CFM56-3B
Fleet
45
1530
30-m
50.74
30.27
3
T11
CFM56-3B
Fleet
65
2179
30-m
222.78
118.42
3
T11
CFM56-3B
Fleet
85
2815
30-m
554.18
248.97
3
T11
CFM56-3B
Fleet
100
3564
30-m
733.66
58.47
3
T2
CJ610-8ATJ
Fleet
7
182
15-m


3
T2
CJ610-8ATJ
Fleet
15
304
15-m
192.73
121.69
3
T2
CJ610-8ATJ
Fleet
30
452
15-m
270.12
43.95
3
T2
CJ610-8ATJ
Fleet
45
568
15-m
306.89
60.19
3
T2
CJ610-8ATJ
Fleet
65
760
15-m
477.98
92.82
3
T2
CJ610-8ATJ
Fleet
85
999
15-m
492.86
133.43
3
T2
CJ610-8ATJ
Fleet
85
999
30-m
823.30
212.95
3
T2
CJ610-8ATJ
Fleet
100
1226
30-m
696.21
99.33
G-5

-------
Table G-1 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
No Loss Corr
%
kg/h
Average
SD
3
T2
CJ610-8ATJ
Fleet
7
182
30-m
5140.86
8207.19
3
T2
CJ610-8ATJ
Fleet
7 182
15-m
263.08
1044.94
3
T2
CJ610-8ATJ
Fleet
100
1226
15-m
279.34
254.67
3
T2
CJ610-8ATJ
Fleet
65
763
15-m
771.39
271.42
3
T2
CJ610-8ATJ
Fleet
45
568
15-m
605.73
124.84
3
T2
CJ610-8ATJ
Fleet
30
454
15-m
322.14
81.17
3
T2
CJ610-8ATJ
Fleet
15
304
15-m
269.50
98.41
3
T2
CJ610-8ATJ
Fleet
7
182
15-m
2437.39
230.78
3
T5
CJ610-8ATJ
Fleet
7
227
15-m
11.68
178.74
3
T5
CJ610-8ATJ
Fleet
15
303
15-m
249.54
161.50
3
T5
CJ610-8ATJ
Fleet
30
452
15-m
327.90
105.24
3
T5
CJ610-8ATJ
Fleet
45
567
15-m
434.18
97.54
3
T5
CJ610-8ATJ
Fleet
65
763
15-m
661.64
100.22
3
T5
CJ610-8ATJ
Fleet
85
1009
15-m
967.81
229.98
3
T5
CJ610-8ATJ
Fleet
100
1226
15-m
1068.75
85.17
3
T5
CJ610-8ATJ
Fleet
7
227
30-m
184.96
1049.11
3
T5
CJ610-8ATJ
Fleet
100
1226
30-m
808.40
377.67
3
T5
CJ610-8ATJ
Fleet
85
1009
30-m
853.30
106.06
3
T5
CJ610-8ATJ
Fleet
65
763
30-m
564.47
141.32
3
T5
CJ610-8ATJ
Fleet
45
567
30-m
304.94
79.31
3
T5
CJ610-8ATJ
Fleet
30
452
30-m
289.30
72.30
3
T5
CJ610-8ATJ
Fleet
7
227
30-m
88.75
253.64
3
T3
AE3007A1E
Fleet
8.4
174
15-m
64.47
328.70
3
T3
AE3007A1E
Fleet
15
238
15-m
34.71
145.60
3
T3
AE3007A1E
Fleet
30
389
15-m
39.35
127.76
3
T3
AE3007A1E
Fleet
45
555
15-m
44.99
96.59
3
T3
AE3007A1E
Fleet
65
805
15-m
74.68
93.72
3
T3
AE3007A1E
Fleet
85
1082
15-m
99.21
100.78
3
T3
AE3007A1E
Fleet
100
1286
15-m
133.27
83.68
3
T3
AE3007A1E
Fleet
8.4
172
15-m
61.08
298.85
3
T3
AE3007A1E
Fleet
100
1299
15-m
151.41
81.12
3
T3
AE3007A1E
Fleet
85
1088
15-m
124.59
88.90
3
T3
AE3007A1E
Fleet
65
810
15-m
58.11
111.65
3
T3
AE3007A1E
Fleet
45
563
15-m


3
T3
AE3007A1E
Fleet
30
392
15-m
19.26
144.53
3
T3
AE3007A1E
Fleet
15
235
15-m
26.91
135.42
3
T3
AE3007A1E
Fleet
8.4
173
15-m


3
T4
AE3007A1E
Fleet
8.4
168
15-m
615.36
1357.20
3
T4
AE3007A1E
Fleet
15
239
15-m


3
T4
AE3007A1E
Fleet
30
385
15-m


3
T4
AE3007A1E
Fleet
45
547
15-m
18.25
105.83
3
T4
AE3007A1E
Fleet
65
788
15-m
85.89
99.13
3
T4
AE3007A1E
Fleet
85
1050
15-m
177.70
73.43
3
T4
AE3007A1E
Fleet
100
1253
15-m
230.23
72.79
3
T4
AE3007A1E
Fleet
8.4
168
15-m
292.14
707.55
3
T4
AE3007A1E
Fleet
100
1252
15-m
136.91
137.52
3
T4
AE3007A1E
Fleet
85
1041
15-m
216.32
92.76
3
T4
AE3007A1E
Fleet
8.4
168
15-m
48.57
460.53
3
T4
AE3007A1E
Fleet
85
1052
15-m
106.72
89.69
G-6

-------
Table G-1 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
No Loss Corr
%
kg/h
Average
SD
3
T4
AE3007A1E
Fleet
65
786
15-m
155.71
142.55
3
T4
AE3007A1E
Fleet
45
549
15-m
31.45
168.46
3
T4
AE3007A1E
Fleet
30
384
15-m


3
T4
AE3007A1E
Fleet
15
231
15-m


3
T4
AE3007A1E
Fleet
8.4
167
15-m
30.05
381.33
3
T10
AE3007A1/1
Fleet
8.4
179
30-m
169.17
215.68
3
T10
AE3007A1/1
Fleet
15
233
30-m
6.18
101.43
3
T10
AE3007A1/1
Fleet
30
372
30-m
32.89
69.18
3
T10
AE3007A1/1
Fleet
45
524
30-m
53.85
84.10
3
T10
AE3007A1/1
Fleet
65
750
30-m
88.63
64.23
3
T10
AE3007A1/1
Fleet
85
971
30-m
132.91
75.18
3
T10
AE3007A1/1
Fleet
100
1171
30-m
199.98
64.47
3
T10
AE3007A1/1
Fleet
8.4
177
30-m
104.23
223.93
3
T10
AE3007A1/1
Fleet
100
1180
30-m
179.49
130.18
3
T10
AE3007A1/1
Fleet
85
982
30-m
175.23
79.54
3
T10
AE3007A1/1
Fleet
65
767
30-m
103.24
98.79
3
T10
AE3007A1/1
Fleet
45
529
30-m
40.38
63.77
3
T10
AE3007A1/1
Fleet
30
371
30-m
74.29
101.11
3
T10
AE3007A1/1
Fleet
15
231
30-m


3
T10
AE3007A1/1
Fleet
8.4
178
30-m
50.30
135.75
3
T6
P&W4158
Fleet
7
610
30-m
158.46
116.69
3
T6
P&W4158
Fleet
15
1014
30-m
47.40
70.47
3
T6
P&W4158
Fleet
30
2245
30-m
21.88
41.12
3
T6
P&W4158
Fleet
45
3726
30-m
75.11
40.58
3
T6
P&W4158
Fleet
65
5827
30-m
165.27
65.69
3
T6
P&W4158
Fleet
7
595
30-m
241.36
263.83
3
T6
P&W4158
Fleet
65
5658
30-m
251.63
100.38
3
T6
P&W4158
Fleet
80
7026
30-m
431.13
116.83
3
T6
P&W4158
Fleet
7
368
30-m
379.99
474.36
3
T6
P&W4158
Fleet
80
7026
30-m
454.40
182.39
3
T6
P&W4158
Fleet
65
5658
30-m
316.61
118.63
3
T6
P&W4158
Fleet
45
3834
30-m
97.44
98.63
3
T6
P&W4158
Fleet
30
2465
30-m
25.67
56.46
3
T6
P&W4158
Fleet
15
1097
30-m


3
T6
P&W4158
Fleet
7
368
30-m
111.48
87.17
3
T7
P&W4158
Fleet
7
600
30-m
322.71
261.82
3
T7
P&W4158
Fleet
15
1035
30-m
52.68
73.45
3
T7
P&W4158
Fleet
30
2230
30-m
18.72
22.66
3
T7
P&W4158
Fleet
45
3688
30-m
52.06
45.14
3
T7
P&W4158
Fleet
65
5702
30-m
182.56
52.90
3
T7
P&W4158
Fleet
80
7100
30-m
324.37
82.86
3
T7
P&W4158
Fleet
7
591
30-m
191.95
322.02
3
T7
P&W4158
Fleet
80
7200
30-m
332.21
156.58
3
T7
P&W4158
Fleet
65
5711
30-m
296.78
105.66
3
T7
P&W4158
Fleet
30
2252
30-m
75.26
121.74
3
T7
P&W4158
Fleet
7
596
30-m
58.98
74.91
3
T8
RB211
Fleet
4
566
30-m
263.64
395.17
3
T8
RB211
Fleet
7
770
30-m
238.82
231.21
3
T8
RB211
Fleet
15
1191
30-m
86.40
79.20
G-7

-------
Table G-1 (continued)
APEX
Test
Engine
Fuel
Power
Fuel
Flow
Sample
Probe
Position
Emission Index (mg/kg fuel)
No Loss Corr
%
kg/h
Average
SD
3
T8
RB211
Fleet
30
2109
30-m
196.74
69.05
3
T8
RB211
Fleet
45
3178
30-m
426.31
133.51
3
T8
RB211
Fleet
65
4750
30-m
1052.55
415.94
3
T8
RB211
Fleet
85
6096
30-m
1123.36
44.15
3
T8
RB211
Fleet
7
782
30-m
5175.43
858.69
3
T8
RB211
Fleet
85
6449
30-m
694.57
80.25
3
T8
RB211
Fleet
4
552
43-m
127.05
489.22
3
T8
RB211
Fleet
65
4691
43-m
942.97
413.45
3
T8
RB211
Fleet
45
3436
43-m
682.58
306.84
3
T8
RB211
Fleet
30
2131
43-m
342.37
213.61
3
T8
RB211
Fleet
15
1178
43-m


3
T8
RB211
Fleet
7
654
43-m
95.90
94.94
3
T8
RB211
Fleet
4
437
43-m


3
T9
RB211
Fleet
4
421
30-m
483.77
151.38
3
T9
RB211
Fleet
7
690
30-m
155.16
176.97
3
T9
RB211
Fleet
15
1221
30-m
96.81
72.85
3
T9
RB211
Fleet
30
2004
30-m
204.03
54.51
3
T9
RB211
Fleet
45
3068
30-m
401.29
88.65
3
T9
RB211
Fleet
65
4479
30-m
1044.20
360.72
3
T9
RB211
Fleet
85
6233
30-m
915.13
75.01
3
T9
RB211
Fleet
100
6966
30-m
723.75
40.96
3
T9
RB211
Fleet
4
494
30-m
424.50
816.93
3
T9
RB211
Fleet
100
6987
30-m
606.78
193.19
3
T9
RB211
Fleet
85
6307
30-m
760.69
58.15
3
T9
RB211
Fleet
65
4551
30-m
1128.27
107.57
3
T9
RB211
Fleet
45
3111
30-m
591.56
443.93
3
T9
RB211
Fleet
30
2037
30-m
173.02
89.89
3
T9
RB211
Fleet
15
1173
30-m
90.55
90.59
3
T9
RB211
Fleet
7
668
30-m
33.13
61.37
3
T9
RB211
Fleet
4
506
30-m
60.67
89.15
G-8

-------
Table G-2. Particle surface-bound PAH emission indices determined by the PAS 2000


Engine
Probe
Thrust
Fuel Flow
PAH Cone (ng/m3)
C02 (wet ppm)
PAH El (mg/kg fuel)
APEX
Test
Model
Position (m)
%
kg/h
Ave
SD
Ave
SD
Ave
SD
1
EPA1
CFM56-2C1
30
7
424
3.94
8.83
574
62.9
0.0119
0.0266




100
2906
38.2
40.3
1043
60.7
0.0633
0.0669




85
2622
135.3
56.1
1078.2
82.9
0.217
0.0915




85
2883
198.7
5.1
994.5
126.4
0.345
0.0448




30
1012
3.2
6.9
539.3
99.6
0.0102
0.0221




7
436
12.7
22.9
555.9
91.0
0.0394
0.0716




100
2867
86.1
70.6
829
61.0
0.179
0.148




30
1003
10.4
27.7
611
82.4
0.0293
0.0784




7
443
10.5
12.0
637
87.5
0.0284
0.0329




85
2829
78.8
52.0
1103
85.6
0.124
0.0821




7
442
19.4
28.0
562
99.5
0.0596
0.0868




100
3042
112
69.0
1121
33.8
0.172
0.106




85
2974
120
37.3
1014
53.4
0.205
0.064




30
991
5.42
11.1
593
36.4
0.0158
0.0323




7
431
17.0
20.5
505
83.8
0.0580
0.0708




100
3064
5.62
6.62
951
77.4
0.0102
0.0120




85
2786
28.6
37.2
1035
114
0.0477
0.0623




30
963
24.0
25.2
617
37.5
0.0672
0.0706




7
440
19.7
28.2
609
30.6
0.0560
0.0801
1
EPA2
CFM56-2C1
30
7
436
11.6
17.7
510
46.3
0.0394
0.0601




100
3180
184
46.6
894
71.3
0.355
0.0943




85
2898
200

1085
72.8
0.319
0.0214




30
1017
-0.0253
0.0631
628
47.4
-0.0000695
0.000174




7
409
0.396
1.55
487
46.4
0.00140
0.00549




100
3178
196.37
22.4
1011
8.46
0.3355
0.0383




85
2824
199.54
1.65
1051
29.5
0.3282
0.00959




30
1022
-0.0237
0.0565
567
62.1
-0.0001
0.000172




7
418
0.111
0.798
427
36.2
0.0005
0.00323




100
3230
141.0
81.6
792
85.6
0.3074
0.181




85
2892
184.0
46.6
1082
62.7
0.2938
0.0764




30
1017
-0.0227
0.0510
512
26.8
-0.0000767
0.000172




7
413
2.42
6.01
439
65.8
0.00954
0.0237




100
3137
46.0
61.8
1174
30.3
0.0677
0.0910




85
2825
182
36.4
1070
32.5
0.2934
0.0595




30
1038
0.0558
0.470
564
133
0.000171
0.00144




7
449
1.99
5.30
372
38.8
0.00925
0.0246
1
EPA3
CFM56-2C1
30
7
445
5.23
12.3
306
89.0
0.0294
0.0699




100
3128
-0.0366
0.0588
1027
78.5
-0.0000615
0.0000990




85
2847
9.43
33.1
1042
52.2
0.0156
0.0548




76
2424
1.47
8.38
787
115
0.00323
0.0184




30
958
-0.0397
0.0656
408
31.2
-0.000168
0.000278




7
418
3.49
7.63
151
79.2
0.0398
0.0895




85
2838
22.3
39.9
1111
108
0.0346
0.0621




30
981
0.561
4.98
308
128
0.00314
0.0279




7
454
4.25
9.97
148
69.9
0.0495
0.118




100
3110
24.9
52.9
473
127
0.0907
0.194




85
2860
14.2
27.4
956
65.3
0.0256
0.0495




30
944
-0.0273
0.0628
323
108
-0.000146
0.000339




7
445
5.27
10.6
160
65.8
0.0569
0.117




100
3110
-0.0334
0.0553
843
40.8
-0.0000684
0.000113




85
2815
3.08
8.55
1007
51.1
0.00529
0.0147




30
972
0.231
1.96
423
145
0.000941
0.00798




7
427
6.59
15.970
132
66.5
0.0863
0.214
1
NASA1
CFM56-2C1
30
4
354
18.5
22.4
761
45.7
0.0421
0.0509




100
2906
160
63.4
1129
22.7
0.244
0.0971




85
2406
116
47.4
1025
50.6
0.196
0.0804




65
1998
33.5
39.6
900
66.2
0.0643
0.0761




40
1187
7.09
27.2
638
53.9
0.0192
0.0738




4
341
20.5
28.8
494
205
0.0717
0.105




30
953
0.792
3.76
617
33.7
0.00222
0.0105




15
527
9.11
18.5
494
60.6
0.0319
0.0649




7
427
7.03
17.0
375
67.0
0.0324
0.0784




5.5
377
22.7
30.1
405
45.6
0.0967
0.129




4
354
16.4
23.6
599
71.0
0.0473
0.0682




4
354
28.4
44.1
587
60.7
0.0837
0.130
G-9

-------
Table G-2 (continued)


Engine
Probe
Thrust
Fuel Flow
PAH Cone (ng/m3)
C02 (wet ppm)
PAH El (mg/kg fuel)
APEX
Test
Model
Position (m)
%
kg/h
Ave
SD
Ave
SD
Ave
SD




5.5
388
13.9
20.4
448
104
0.0539
0.0799




7
436
17.6
37.4
442
69.3
0.0690
0.147




15
572
19.3
43.8
468
34.1
0.0712
0.162




30
1067
15.3
35.1
615
30.7
0.0431
0.0987




4
345
9.26
13.9
576
59.0
0.0278
0.0419




40
1317
8.35
20.2
707
38.7
0.0204
0.0493




30
1017
18.8
27.3
589
53.8
0.0551
0.0803




15
545
13.7
29.0
588
20.1
0.0402
0.0853




7
409
10.9
23.8
601
33.5
0.0314
0.0685




5.5
379
15.4
24.2
512
90.7
0.0518
0.0822




4
359
25.5
36.6
271
163
0.163
0.253




5.5
400
22.6
43.2
425
123
0.0918
0.178




7
436
17.9
31.2
432
95.5
0.0717
0.126




15
595
8.77
15.5
581
28.6
0.0261
0.0461
1
NASAIa
CFM56-2C1
30
4
350
200
0.00
520
83.7
0.665
0.107




100
3169
200
0.00
1009
179
0.342
0.0608




85
2928
200
0.00
1070
58.0
0.323
0.0175




65
2107
93.5
40.2
916
41.6
0.176
0.0763




4
327
78.7
18.0
481
98.7
0.283
0.0868




100
3155
200
0.00
819
133
0.422
0.0683




85
2883
200
0.00
1053
21.4
0.328
0.00667




70
2288
78.1
39.0
1007
29.6
0.134
0.0671




65
2070
5.95
12.3
915
23.4
0.0112
0.0232




60
1902


829
34.9






4
336
52.1
11.7
436
72.3
0.207
0.0577




100
3146
200
0.00
964
132
0.359
0.0491




85
2946
200
0.00
1092
26.9
0.317
0.00779




65
2102
35.4
35.7
870
112
0.0703
0.0715




4
336
46.7
13.9
396
80.4
0.204
0.0734




100
3110
200
0.00
1084
78.3
0.319
0.0230




85
2897
200
0.00
1033
23.7
0.335
0.00767




65
2088
64.0
42.2
895
24.0
0.124
0.0814




4
336
38.0
14.4
520
78.3
0.126
0.0514




100
3055
198
8.46
938
150
0.364
0.0601




85
2838
200
0.00
1037
58.5
0.333
0.0188




70
2252
151
33.5
877
26.3
0.298
0.0666




65
2122
77.3
25.0
796
13.2
0.168
0.0544




60
1941
13.1
15.0
779
104
0.0292
0.0335




4
331
16.9
9.58
417
92.4
0.0700
0.0426
1
NASA2
CFM56-2C1
30
4
345
50.4
14.1
581
37.1
0.1496
0.0429




100
3020
27.5
28.1
998
114
0.0475
0.0488




85
2715
10.8
15.3
1131
37.6
0.0164
0.0234




65
2072
4.31
28.4
937
38.2
0.00794
0.0524




40
1245
-0.0405
0.0638
736
40.6
-0.000095
0.000150




30
950
-0.0437
0.0602
657
42.4
-0.000115
0.000158




7
402
-0.0437
0.0787
532
37.2
-0.000142
0.000256




4
350
2.94
4.75
546
46.5
0.00927
0.0150




100
2963
7.36
14.5
1073
99.8
0.0118
0.0233




85
2676
17.7
31.2
1058
24.4
0.0288
0.0509




65
2053
1.51
4.14
935
17.0
0.00278
0.00763




40
1238
-0.0377
0.0724
705
49.4
-0.0000924
0.000177




30
954
-0.0403
0.0735
606
65.8
-0.000115
0.000210




7
413
-0.0507
0.0814
327
46.3
-0.000267
0.000431




4
341
10.0
9.79
487
61.3
0.0355
0.0349




100
2968
8.33
16.4
1028
74.3
0.0140
0.0276




85
2791
11.7
20.7
1068
41.7
0.0189
0.0335




70
2191
3.41
10.1
942
30.6
0.00624
0.0184




65
2013
3.04
12.0
889
32.5
0.00589
0.0233




60
1855
0.282
1.68
861
21.0
0.000566
0.00336




40
1224
-0.0442
0.0867
697
49.3
-0.000109
0.000215




30
962
-0.0486
0.0702
525
40.6
-0.000160
0.000231




15
543
-0.0458
0.0819
310
93.6
-0.000255
0.000462




7
424
2.67
6.47
176
65.2
0.0261
0.0640




5.5
381
4.55
10.4
248
40.6
0.0318
0.0725
1
NASA3
CFM56-2C1
30
4
353
193
12.0
490
54.1
0.679
0.0862
G-10

-------
Table G-2 (continued)


Engine
Probe
Thrust
Fuel Flow
PAH Cone (ng/m3)
C02 (wet ppm)
PAH El (mg/kg fuel)
APEX
Test
Model
Position (m)
%
kg/h
Ave
SD
Ave
SD
Ave
SD




100
3121
31.1
32.7
898
198
0.0597
0.0642




85
2785
-0.0210
0.101
1113
37.8
-0.0000326
0.000156




65
2050
-0.0266
0.0546
882
42.7
-0.0000520
0.000107




40
1241
-0.0259
0.0578
707
20.9
-0.0000631
0.000141




30
976
-0.0294
0.0539
632
83.5
-0.0000803
0.000148




7
402
-0.0297
0.0677
452
40.6
-0.000114
0.000259




4
341
21.5
8.37
404
36.5
0.0919
0.0367




100
3022
0.353
2.63
896
201
0.000681
0.00507




85
2763
0.292
1.49
1107
41.7
0.000455
0.00232




65
2047
0.945
8.36
930
56.0
0.00176
0.0155




40
1251
-0.0302
0.0575
705
28.7
-0.0000739
0.000141




30
998
-0.0340
0.0559
608
17.0
-0.0000964
0.000159




7
405
-0.0246
0.0602
466
27.0
-0.0000911
0.000223




4
348
13.2
8.04
468
34.7
0.0488
0.0299




100
3009
-0.0278
0.0773
880
206
-0.0000546
0.000152




85
2727
-0.0327
0.0637
1093
57.0
-0.0000516
0.000101




70
2200
-0.0309
0.0704
921
8.46
-0.0000578
0.000132




65
2060
-0.0356
0.0653
893
14.0
-0.0000687
0.000126




60
1846
-0.0334
0.0756
876
33.8
-0.0000658
0.000149




40
1274
-0.0412
0.0686
684
15.7
-0.000104
0.000173




30
985
-0.0355
0.0613
651
16.5
-0.0000942
0.000162




15
538
-0.0272
0.0611
499
42.6
-0.0000942
0.000212




7
410
-0.0287
0.0541
459
8.89
-0.000108
0.000203




5.5
382
-0.0336
0.0582
425
13.7
-0.000136
0.000236
1
NASA4
CFM56-2C1
30
4
342
33.8
19.0
347
59.3
0.169
0.0989




100
2984
100
46.7
1023
143
0.169
0.0824




85
2697
86.1
45.5
1057
27.7
0.141
0.0743




65
2029
1.73
8.44
848
67.0
0.00353
0.0172




40
1226
-0.0304
0.0567
662
18.4
-0.0000794
0.000148




30
976
-0.0351
0.0534
614
20.9
-0.000099
0.000150




7
397
2.86
8.98
351
60.4
0.0140
0.0442




4
347
13.5
19.2
338
96.8
0.0691
0.100




100
2949
88.4
66.9
1076
53.0
0.142
0.108




85
2706
68.5
42.7
1034
42.3
0.114
0.0715




65
2034
3.15
17.3
833
41.9
0.00653
0.0359




40
1185
-0.0300
0.0682
593
37.4
-0.0000873
0.000199




30
962
-0.0410
0.0652
586
18.7
-0.000121
0.000192




7
395
5.13
11.6
370
65.2
0.0239
0.0541




4
341
13.8
19.4
312
134
0.0765
0.112




100
2974
72.7
69.0
1001
17.2
0.125
0.119




85
2738
60.7
50.1
1028
35.9
0.102
0.0842




100
2974
111
48.5
929
85.8
0.206
0.0922




85
2701
52.6
49.7
964
69.8
0.0942
0.0893




70
2157
6.09
15.5
872
62.0
0.0121
0.0308




65
1998
-0.0307
0.0620
834
25.8
-0.0000636
0.000128




60
1850
0.0314
0.277
794
16.0
0.0000682
0.000602




40
1226
0.412
2.22
665
26.1
0.00107
0.00577




30
962
-0.0295
0.0612
581
27.3
-0.0000877
0.000182




15
545
-0.0338
0.0532
472
44.2
-0.000123
0.000195




7
404
3.60
14.4
394
58.6
0.0158
0.0632




5.5
381
5.59
17.3
262
123
0.0368
0.115




4
347
7.63
12.0
269
121
0.0489
0.0803




100
3008
68.2
59.4
936
98.8
0.126
0.110




85
2697
62.6
48.7
958
24.5
0.113
0.0879




65
2029
3.94
11.2
811
37.4
0.00840
0.0239




40
1244
-0.0357
0.0602
631
21.4
-0.0000977
0.000165




30
940
0.296
1.66
539
44.5
0.000950
0.00531




7
409
11.1
24.8
369
48.6
0.0520
0.116




4
347
14.6
16.6
208
57.7
0.121
0.142
1
NASA5
CFM56-2C1
30
4
354
138
35.3
291
84.6
0.821
0.317




100
3210
177
51.9
1120
51.1
0.273
0.0810




85
2960
107
54.6
1052
44.9
0.175
0.0899




65
2191
0.612
3.93
905
26.0
0.00117
0.00751




40
1253
-0.0293
0.0566
546
34.9
-0.0000926
0.000179




30
962
-0.0258
0.0613
552
14.9
-0.0000806
0.000192
G-11

-------
Table G-2 (continued)


Engine
Probe
Thrust
Fuel Flow
PAH Cone (ng/m3)
C02 (wet ppm)
PAH El (mg/kg fuel)
APEX
Test
Model
Position (m)
%
kg/h
Ave
SD
Ave
SD
Ave
SD




7
413
3.40
7.98
233
73.8
0.0252
0.0598




4
341
49.8
21.1
312
119
0.276
0.157




100
3264
115
54.3
1125
14.6
0.177
0.0833




85
2869
75.8
51.9
1111
10.2
0.118
0.0807




65
2134
4.81
24.6
911
91.3
0.00911
0.0467




40
1280
-0.0329
0.0680
604
26.5
-0.0000940
0.000194




30
990
-0.0243
0.0692
603
23.9
-0.0000696
0.000198




7
404
0.875
4.84
502
17.0
0.00301
0.0167




4
338
83.2
16.7
556
31.8
0.259
0.0541




100
3087
115
58.2
1204
80.2
0.164
0.0842




85
2933
71.0
44.7
1080
38.4
0.114
0.0716




70
2247
2.12
9.54
999
41.5
0.00367
0.0165




65
2088
0.313
1.71
873
45.0
0.0006
0.0034




60
1930
-0.0327
0.0538
841
21.4
-0.0000671
0.000110




40
1271
-0.0289
0.0654
661
21.7
-0.0000755
0.000171




30
999
-0.0287
0.0660
588
35.9
-0.0000845
0.000194




15
545
-0.0252
0.0604
380
43.1
-0.000114
0.000275




7
413
-0.0256
0.0591
520
22.9
-0.0000851
0.000196




5.5
395
0.0564
0.441
510
24.1
0.000191
0.00149




4
345
65.515
10.640
534
34.0
0.212
0.0370




100
3142
109
55.6
998
138
0.188
0.0998




85
2815
74.496
47.043
1079
72.1
0.119
0.0757




65
2111
3.94
19.7
920
22.0
0.00739
0.0370




40
1362
-0.0247
0.0552
721
37.1
-0.0000592
0.000132




30
1003
-0.0326
0.0593
607
10.2
-0.0000929
0.000169




7
409
0.156
0.849
419
82.5
0.000642
0.00350




4
345
44.7
19.2
465
56.2
0.166
0.0742
2
1
CFM56-7B24
30
4
336
133
16.3
307
41.0
0.746
0.135




7
418
53.9
7.41
350
28.2
0.264
0.0422




30
1180
16.1
29.4
515
30.5
0.0535
0.0979




40
1544
19.4
3.03
624
33.4
0.0534
0.00880




65
2497
174
18.6
852
34.4
0.350
0.0401




85
4131
393
27.8
1110
39.3
0.607
0.0480




7
395
7.58
3.51
301
34.8
0.0432
0.0206



30
85
4086
149
16.6
1120
43.1
0.229
0.0269




65
2497
65.3
7.87
848
35.5
0.132
0.0169




40
1498
8.22
2.73
604
34.0
0.0234
0.00786




30
1135
8.61
6.46
510
33.6
0.0290
0.0218




4
313
17.4
3.59
272
43.2
0.110
0.0286
2
2
CFM56-3B1
30
4
341
213
17.2
459
50.6
0.796
0.109




7
422
65.7
14.0
510
50.8
0.221
0.0522




30
1099
64.6
6.09
702
45.4
0.158
0.0181




40
1403
78.1
13.1
818
43.5
0.164
0.0289




65
2193
552
59.0
1054
52.7
0.900
0.106




85
3528
999
0.06
1430
58.5
1.20
0.0492




7
404
41.3
3.58
496
41.1
0.143
0.0172



30
85
3559
999
0.05
1495
74.5
1.15
0.0573




65
2184
430
27.6
1047
49.7
0.706
0.0564




85
3559
999
0.05
1461
55.4
1.18
0.0446




40
1367
44.0
4.48
816
42.4
0.0927
0.0106




30
1067
27.1
4.08
697
43.9
0.0670
0.0109




7
418
41.5
3.64
539
50.4
0.133
0.0170




4
345
168
9.48
530
56.9
0.545
0.0661
2
3
CFM56-3B2
30
4
372
272
37.2
600
65.5
0.773
0.135




7
440
132
14.2
552
59.4
0.408
0.0621




30
1130
112
14.1
712
49.2
0.268
0.0386




40
1444
181
17.8
822
48.1
0.377
0.0430




65
2252
934
33.3
1050
56.8
1.52
0.0984




85
3677
999
0.0559
1457
70.8
1.17
0.0569




7
418
95.4
5.06
530
53.9
0.307
0.0352



30
85
3650
999
0.0521
1464
77.8
1.16
0.0619




65
2261
945
164
1059
53.0
1.52
0.275




40
1412
133
11.9
792
44.5
0.286
0.0302




30
1108
83.9
7.70
699
46.1
0.205
0.0231




7
422
108
8.73
513
56.5
0.359
0.0491
G-12

-------
Table G-2 (continued)


Engine
Probe
Thrust
Fuel Flow
PAH Cone (ng/m3)
C02 (wet ppm)
PAH El (mg/kg fuel)
APEX
Test
Model
Position (m)
%
kg/h
Ave
SD
Ave
SD
Ave
SD




4
368
213
13.5
547
61.7
0.664
0.0859
2
4
CFM56-7B24
30
4
336
74.9
21.0
307
41.0
0.417
0.130




7
418
7.31
3.52
350
28.2
0.0357
0.0175




30
1180
0.154
0.798
515
30.5
0.000511
0.00265




40
1544
0.803
3.18
624
33.4
0.00220
0.00871




65
2497
261
9.46
852
34.4
0.523
0.0284




85
4131
568
16.7
1110
39.3
0.874
0.0402




7
395
9.07
12.3
301
34.8
0.0515
0.0698



30
85
4086
618
44.6
1120
43.1
0.942
0.0770




65
2497
199
9.02
848
35.5
0.400
0.0247




40
1498
0.204
1.46
604
34.0
0.000578
0.00412




30
1135
0.0326
0.021
510
33.6
0.000109
0.0000697




7
381
2.28
2.47
316
33.0
0.0124
0.0134




4
313
41.1
7.05
272
43.2
0.258
0.0604
3
1
CFM56-3B1
30
4
300
115.7
5.48
102
13.3
1.97
0.274




7
397
60.7
6.56
117
13.1
0.894
0.139




15
654
34.7
11.1
137
11.6
0.437
0.144




30
1136
35.7
5.81
199
10.2
0.309
0.053




45
1618
86.1
9.28
243
16.0
0.611
0.0772




65
2260
285
12.8
315
12.9
1.56
0.0951




85
2903
534
30.7
359
14.0
2.56
0.178




100
3385
868
42.6
396
10.9
3.78
0.213




4
300
90.6
15.1
98.5
12.3
1.59
0.331



30
100
3385
894
72.4
378
13.0
4.08
0.359




85
2903
474
66.0
323
13.2
2.53
0.367




65
2260
199
31.1
265
11.9
1.29
0.210




45
1618
55.8
14.6
202
9.11
0.476
0.126




30
1136
22.3
4.43
164
7.22
0.235
0.0477




15
654
24.0
2.99
115
9.40
0.359
0.0536




7
397
43.4
4.80
93.7
9.58
0.799
0.120




4
300
86.7
8.17
87.9
9.13
1.70
0.239
3
2
CJ610-8ATJ
15
7
182
85.4
127
18.5
2.76
7.93
11.9




15
304
519
78.5
645
82.7
1.39
0.275




30
452
477
23.0
906
49.4
0.906
0.0660




45
568
778
62.2
1031
41.0
1.30
0.116




65
760
999
0.0437
1183
47.1
1.45
0.0578




85
999
999
0.0479
1430
40.4
1.20
0.0340



30
85
999
999
0.0470
870
55.2
1.98
0.126




100
1226
999
0.0704
982
57.0
1.75
0.102




7
182
52.8
161
42.3
26.6
2.15
6.71



15
7
182
424
232
42.3
26.6
17.3
14.4




100
1226
999
0.0546
1633
41.6
1.05
0.0268




65
763
972
88.8
1272
50.6
1.32
0.131




45
568
636
82.4
1051
39.1
1.04
0.140




30
454
377
26.6
877
59.5
0.741
0.0725




15
304
468
34.7
682
78.1
1.18
0.161




7
182
60.3
125
38.9
2.35
2.67
5.52
3
3
AE3007-A1E
15
8.4
174
117
54.2
78.1
50.5
2.60
2.07




15
238
194
56.7
142
50.4
2.37
1.09




30
389
167
33.5
181
44.6
1.60
0.506




45
555
204
26.0
228
37.1
1.55
0.320




65
805
257
24.7
274
40.5
1.62
0.286




85
1082
305
44.7
295
56.0
1.79
0.429




100
1286
340
79.2
313
55.1
1.88
0.548




8.4
172
129
60.5
86.8
54.2
2.56
2.00



15
100
1299
488
152
319
53.5
2.65
0.935




85
1088
309
41.6
272
52.1
1.97
0.461




65
810
205
26.5
207
33.4
1.71
0.354




45
563
150
26.3
164
34.9
1.59
0.437




30
392
136
24.2
160
33.0
1.47
0.401




15
235
211
32.2
151
34.0
2.41
0.654




8.4
173
154
57.4
84.9
50.7
3.14
2.21
3
4
AE3007-A1E
15
8.4
168
23.3
113
58.8
16.5
0.684
3.32




15
239
16.3
14.2
66.1
17.4
0.427
0.388
G-13

-------
Table G-2 (continued)


Engine
Probe
Thrust
Fuel Flow
PAH Cone (ng/m3)
C02 (wet ppm)
PAH El (mg/kg fuel)
APEX
Test
Model
Position (m)
%
kg/h
Ave
SD
Ave
SD
Ave
SD




30
385
35.5
24.5
101
31.8
0.609
0.462




45
547
102
48.5
154
48.3
1.15
0.653




65
788
303
68.1
268
53.5
1.95
0.588




85
1050
513
74.7
358
56.2
2.48
0.530




100
1253
705
61.0
439
38.0
2.78
0.340




8.4
168
18.8
93.5
53.5
2.91
0.608
3.02



15
100
1252
632
128
387
70.9
2.83
0.771




85
1041
497
71.7
342
50.0
2.52
0.517




8.4
168
9.23
47.0
52.4
5.19
0.305
1.55




85
1052
466
106
297
56.7
2.71
0.807




65
786
257
78.4
230
53.7
1.94
0.744




45
549
66.2
37.6
120
41.4
0.956
0.635




30
384
11.7
14.0
64.1
20.9
0.316
0.392




15
231
2.71
3.09
52.0
4.77
0.0902
0.103




8.4
167
2.40
3.88
50.3
3.02
0.0825
0.134
3
5
CJ610-8ATJ
15
7
227
16.1
53.1
115
41.6
0.242
0.800




15
303
577
215
443
123
2.24
1.04




30
452
553
54.1
650
58.2
1.46
0.194




45
567
948
68.2
654
55.3
2.50
0.277




65
763
999
0.0524
817
30.9
2.11
0.0798




85
1009
957
182
926
139
1.78
0.431




100
1226
999
0.0541
1042
23.3
1.65
0.037



30
7
227
49.9
68.5
190
71.6
0.452
0.644




100
1226
999
0.0442
565
49.5
3.05
0.267




85
1009
999
0.0456
529
41.7
3.25
0.256




65
763
999
0.0468
488
25.1
3.52
0.181




45
567
387
65.2
449
29.5
1.49
0.269




30
452
378
29.9
457
25.0
1.43
0.137




7
227
9.7
36.2
177
6.93
0.0944
0.352
3
6
PW4158
30
7
610
231
72.9
453
31.0
0.881
0.284




15
1014
23.4
41.4
512
25.6
0.0788
0.140




30
2245
10.8
12.4
823
20.5
0.0228
0.0260




45
3726
160
16.0
1099
28.5
0.251
0.0259




65
5827
645
45.7
1513
33.3
0.736
0.0546




7
595
203
40.1
409
45.8
0.856
0.195



30
65
5658
843
105
1505
35.0
0.967
0.122




80
7026
999

1752
29.1
0.985
0.0164




7
368
357
294
426
38.6
1.45
1.20




80
7026
999

1703
31.7
1.01
0.0188




65
5658
649
38.9
1470
36.5
0.762
0.0494




45
3834
128
11.7
1111
25.6
0.199
0.0188




30
2465
1.37
2.69
808
27.0
0.00293
0.00576




15
1097
4.44
5.86
531
27.8
0.0144
0.0191




7
368
199
47.4
434
35.0
0.793
0.199
3
7
PW4158
30
7
600
288
59.7
491
20.2
1.012
0.214




15
1035
29.0
97.3
580
30.1
0.0864
0.290




30
2230
3.89
5.28
852
26.0
0.00788
0.0107




45
3688
130
13.3
1133
31.3
0.197
0.0209




65
5702
558
30.9
1522
35.7
0.634
0.0381




80
7100
978
34.1
1755
32.4
0.963
0.0380




7
591
237
28.7
482
19.0
0.849
0.108



30
80
7200
999

1759
29.0
0.981
0.0162




65
5711
583
140
1515
42.7
0.664
0.160




30
2252
0.282
0.777
864
22.8
0.000564
0.00155




7
596
216
55.0
477
29.4
0.782
0.205
3
8
RB211-535E4B
30
4
566
64.0
10.4
134
5.47
0.828
0.139




7
770
38.5
4.74
140
3.39
0.476
0.0598




15
1191
115
104
590
39.7
0.337
0.305




30
2109
861
175
820
22.6
1.82
0.373




45
3178
999

1039
24.9
1.66
0.0399




65
4750
999

1346
30.2
1.28
0.0288




85
6096
999

1553
55.6
1.11
0.0399




7
782
577
432
340
56.4
2.94
2.25




85
6449
999

1567
54.4
1.10
0.0383




4
552
241
75.6
433
29.4
0.962
0.309
G-14

-------
Table G-2 (continued)


Engine
Probe
Thrust
Fuel Flow
PAH Cone (ng/m3)
C02 (wet ppm)
PAH El (mg/kg fuel)
APEX
Test
Model
Position (m)
%
kg/h
Ave
SD
Ave
SD
Ave
SD



43
65
4691
958
185
1022
24.4
1.62
0.315




45
3436
999

875
25.7
1.98
0.0580




30
2131
999

660
28.6
2.62
0.113




15
1178
439
85.0
475
22.6
1.60
0.319




7
654
347
22.9
349
33.2
1.72
0.199




4
437
425
52.8
292
40.2
2.52
0.466
3
9
RB211-535E4B
30
4
421
890
141
298
66.7
5.17
1.42




7
690
289
139
419
41.2
1.19
0.584




15
1221
302
96.0
484
47.9
1.08
0.359




30
2004
707
90.2
684
43.1
1.79
0.254




45
3068
999
0.0472
855
31.2
2.02
0.0738




65
4479
978
140
1091
36.5
1.55
0.228




85
6233
999

1365
41.4
1.27
0.0384




100
6966
999

1469
47.6
1.18
0.0382




4
494
300
111
374
49.8
1.39
0.546



30
100
6987
999

1391
49.5
1.24
0.0442




85
6307
999

1330
44.0
1.30
0.0430




65
4551
999

1105
31.3
1.56
0.0442




45
3111
815
88.9
880
36.7
1.60
0.187




30
2037
338
36.2
688
32.9
0.85
0.100




15
1173
182
35.6
495
32.3
0.635
0.131




7
668
132
19.8
378
46.3
0.607
0.117




4
506
298
55.1
344
49.2
1.50
0.351
3
10
AE3007-A1/1
30
8.4
179
59.1
35.0
127
79.8
0.807
0.699




15
233
88.2
24.1
205
41.1
0.744
0.252




30
372
104
6.85
282
20.9
0.640
0.0634




45
524
118
11.8
318
34.6
0.644
0.0948




65
750
157
9.35
391
27.2
0.695
0.0637




85
971
212
11.2
444
33.4
0.827
0.0760




100
1171
254
11.7
491
28.7
0.894
0.0664




8.4
177
90.9
28.3
138
48.4
1.14
0.532



30
100
1180
293
20.5
500
20.7
1.01
0.0825




85
982
226
10.7
451
23.4
0.868
0.0609




65
767
149
15.6
361
55.8
0.713
0.133




45
529
106
5.14
326
21.0
0.563
0.0454




30
371
82.9
8.92
265
39.1
0.542
0.0989




15
231
78.1
16.1
193
41.2
0.701
0.208




8.4
178
103
36.6
156
52.9
1.14
0.559
3
11
CFM56-3B1
30
4
381
51.6
23.5
362
33.7
0.246
0.114




7
431
50.0
5.83
444
42.7
0.194
0.0294




15
622
22.9
12.6
641
53.9
0.0615
0.0344




30
1090
3.02
5.56
840
47.6
0.00620
0.0114




45
1530
10.9
5.21
979
31.1
0.0192
0.00921




65
2179
108
35.0
1130
38.1
0.164
0.0537




85
2815
321
75.7
1290
49.2
0.429
0.103




100
3564
502
149
1405
54.9
0.617
0.184
G-15

-------
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-------
Appendix H
Tables for Section 13
Particle-Phase Chemical Composition
Table H-1. Individual elemental emission indices for PM in various tests
Table H-2. Individual organic compound emission indices for PM in various tests

-------
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-------
Table H-1. Individual elemental emission indices for PM in various tests
Test
Engine
Fuel Flow
Total Metal
Mg
Si
P
S
CI
K
Ca
Ti
Cr
kq/h
mq/kq
mq/kq
mq/kq
mq/kq
mq/kq
mq/kq
mq/kq
mq/kq
mq/kq
mq/kq
EPA2
CFM56-2C
770
10.80
1.18


9.54




0.08
EPA3
797
27.47

0.80

26.19



0.26

NASA4&5
1221
11.96
0.44


11.16



0.02
0.10
T1
CFM56-7B
1264
6.33

1.78

3.11
0.32




T4
1264
13.54



12.99

0.33



T2&3
CFM56-3B
1200
10.11

0.54
0.33
9.21





T11
1161
12.85



11.09


0.84


T3&4
AE3007A1E
537
7.51



4.03


0.42

0.11
T9
RB211-535E4
2473
6.92



6.15


0.16

0.07
Test
Engine
Mn
Fe
Ni
Cu
Zn
Br
Ag
In
Sb
Te
I
TI
mq/kq
mq/kq
mq/kq
mq/kq
mq/kq
mq/kq
mq/kq
mq/kq
mq/kq
mq/kq
mq/kq
mq/kq
EPA2
CFM56-2C












EPA3











0.23
NASA4&5
0.07

0.14
0.02








T1
CFM56-7B



0.78

0.04
0.30





T4



0.13
0.06
0.04






T2&3
CFM56-3B





0.03






T11
0.07
0.26





0.25
0.34



T3&4
AE3007A1E

1.04
0.18

0.14


0.35

0.44
0.79

T9
RB211-535E4

0.29
0.06




0.18





-------
Table H-2. Individual organic compound emission indices for PM in various tests
QF El (ug/kg)
APEX-1
APEX-2
APEX-3
Compound
EPA1
EPA2
EPA3
T1&4
T2&3
T3&4
T6&7
T9
T11
n-alkanes
130
7.51
10.1
13.0
589
171
20.7
59.0
81.1
n-Undecane (n-C11)







3.61

n-Dodecane (n-C12)




3.73


3.01

n-Tridecane (n-C-13)




1.86

0.362
0.24
5.01
n-Tetradecane (n-C14)

0.578

6.90
4.28

0.724
7.97
8.58
n-Pentadecane (n-C15)

6.93




0.815
14.5
13.7
n-Hexadecane(n-C16)





3.43
0.818
14.7
5.92
n-Heptadecane (n-C17)






1.31
5.64

n-Octadecane (n-C18)






0.403


n-Nonadecane (n-C19)








11.6
n-Eicosane (n-C20)









n-Heneiicosane (n-C21)


1.01





20.7
n-Docosane (n-C22)


1.18
6.12
7.91




n-Tricosane (n-C23)




28.4
23.7

9.32

n-Tetracosane (n-C24)




46.7

7.27

9.41
n-Pentacosane (n-C25)




49.9



1.94
n-Hexacosane (n-C26)
53.8

3.01

56.7
10.8



n-Heptacosane (n-C27)




70.9
15.1



n-Octacosane (n-C28)
76.5

4.87

62.7
7.42
5.98


n-Nonacosane (n-C29)




94.5
41.3



n-Triacontane (n-C30)




50.0
0.171



n-Hentricontane (n-C31)




43.5
27.4



n-Dotriacontane (n-C32)




36.3
13.7


1.39
n-Tritriacontane (n-C33)




16.5
20.4


2.89
n-Tetratriacontane (n-C34)




14.9
2.70
1.27


n-Pentatriacontane (n-C35)





2.54
1.09


n-Hexatriacontane (n-C36)





1.89
0.362


n-Heptatriacontane (n-C37)






0.272


Branched alkanes

2.50
9.32



1.63

3.82
2-Methylnonadecane


9.32



1.44

3.82
3-Methylnonadecane









Pristane









Phytane

2.50




0.190


Alkenes
8.85





8.57

34.2
Squalene
1.09





8.57

34.2
1 -Octadecene
7.76








Phthalate









Diethylphthlate









Dibutyl phthalate









Butyl benzylphthalate









Bls(2-ethylhexyl)









Oxy PAH

19.8
76.5






9-H-Fluoren-9-one


3.03






Anthraqulnone


3.80






Naphthallc Anhydride

19.8
69.7






Cyclohexanes






2.35


Dodecylcyclohexane






0.416


| Pentadecylcyclohexane









Nonadecylcyclohexane






1.93


Steroids









Cholestane 1









Cholestane 2









Cholestane 3









Cholestane 4









Methylcholestane









Ethylcholestane









Trisnorhopane









PAH
5.89
50.9
32.6
9.97
24.3
123
8.07
115
146
Naphthalene

14.0

1.00

6.33

7.58
4.64
1 -Methyl naphthalene
0.758
6.13
5.01


9.10

6.85
9.56
2-Methyl naphthalene
0.504
12.9
8.25


2.73

6.81
5.13
2,7 Dlmethylnaphthalene

1.84
2.09






H-2

-------
Table H-2 (continued)
1,3 Dimethylnaphthalene

1.97
1.79






2,6-Di methyl naphthalene

4.02
3.22


3.15

6.81
7.58
Acenaphthylene

2.55



1.65

3.79
1.99
|Dibenzofuran





0.135



Fluorene





1.13
0.0720
1.00
1.15
1-Methylfluorene


0.37






Phenanthrene


0.48

3.35
7.12

8.28
7.67
Anthracene
0.0263

0.08


1.08
0.0604
0.641
0.625
Fluoranthene


0.99

5.42
62.5


53.3
Retene






2.93


Pyrene

0.757

0.882
5.48
23.7

28.8
9.16
Chrysene
0.312
0.496
0.85


2.56

3.93
3.61
Benzo[a]anthracene
0.227
0.324
0.21


1.08
0.0905
1.85
0.576
Benzo[k]fluoranthene
0.726
1.74
0.52




5.22

Benzo[b]fluoranthene
0.512
3.15
2.04




8.83

Benzo(e)pyrene





1.08

6.86
1.26
lndeno[1,2,3-cd]pyrene
0.0346
0.208
1.59




7.83

Dlbenzo[a,h]anthracene
0.502

2.27






Benzo[ghl]perylene
0.710
0.538
1.95




10.2

Benzo(ghl)flouranthene




5.59




ABB-20R-C27-Cholestane



8.09
4.47

0.604

3.72
AAA-20S-C27-Cholestane






1.30

5.49
ABB-20R-C28-Methylcholestane






0.785

2.35
ABB-20R-C29-Ethylcholestane






1.36
0.0151
4.49
17A(H)-22,29,30-T rlsnorhopane






0.875

3.46
17B(H)-21A(H)-30-Norhopane








9.75
17A(H)-21B(H)-Hopane








10.7
Coronene
1.58
0.225
0.88






Total organic species detected
145
80.6
128
23.0
613
294
41.3
174
265
H-3

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-------