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r >v U.S. DEPARTMENT OF COMMERCE National Technical Information Service AD-A031 923 Ambient Temperature & Humidity Correction Factors for Exhaust Emissions from Two Classes of Aircraft Turbine Engines National Aviation Facilities Experimental Or, Atlantic City, NJ Oct 76 L

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Page 1: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

r >v

U.S. DEPARTMENT OF COMMERCE National Technical Information Service

AD-A031 923

Ambient Temperature & Humidity Correction

Factors for Exhaust Emissions from Two

Classes of Aircraft Turbine Engines

National Aviation Facilities Experimental Or, Atlantic City, NJ

Oct 76

L

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Deport No. FU-RD-76-149

321093

^ AMBIENT TEMPERATURE AND HUMIDITY CORRECTION FACTORS

S FOR EXHAUST EMISSIONS FROM TWO CLASSES

c

o

OF AIRCRAFT TURBINE ENGINES

Louis Allen Gerald R. Slusher

'Mil* O»

OCTOBER 1070

FINAL REPORT UüECäEiiina

B

Document is available to the public through the

National Technical Intormation Service

Sprmgtield, Virginia 22151

Prepared for

U. S. DEPARTMENT OF TRANSPORTATION fEOERHl AVIATION ADMINISTRATION Systeis Research I Developneat Sertice

Wasliiniten. D.C. 20590 REPRODUCED BY

NATIONAL TECHNICAL INFORMATION SERVICE

U. S DEPARTMENT OF COMMERCE SPRINGFIELD. VA. Z2161

Page 3: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

NOTICE

This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof.

Page 4: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

m***m^immm

Technical Ktport Documentation Page

1. Report No.

FAA-RD-76-149 2, Govern.Tient Accession No.

I 4. Title and Subtitle

AMBIENT TEMPERATURE AND HUMIDITY CORRECTION FACTORS FOR EXHAUST EMISSIONS FROM TWO CLASSES OF AIRCRAFT TURBINE ENGINES

u- . , , . /. Author's)

1 Louis Allen and Gerald R. Slusher

3. Recipient's Cotolog No.

5. Report Dote

October 1976 6. Performing Orgonixotion Code

8. Performing Orgonizotion Report No

FAA-NA-76-16

9. Performing Orgonizotion Name and Address

Federal Aviation Administration National Aviation Facilities Experimental Center Atlantic City, New Jersey 08405

10. Work Unit No. (TRAIS)

1 1 Controct or Grant No.

201-521-000

I 12. Sponsoring Agency Name and Address 1

{ U.S. Department of Transportation 1 Federal Aviation Administration Systems Research and Development Service Washington, P.C. 2Q59Q .

13. Type of Report ond Penod Covered

Final February 1974 - August 1975

14. Sponsoring Agency Code

15. Supplementary Notes

16. Abstract

Correction coefficients to reduce the production of exhaust emissions to standard- day conditions for ambient temperature and humidity were developed for two classes of aircraft turbine engines. Correlation and multiple regression methods were utilized in the analysis of emission measurements recorded from two turbine engines, operated under naturally occurring environmental conditions, starting in the winter and continuing through the summer season. Correction factors were established tor the emission index (El) and power index (PI) for carbon monoxide (CO), total hydrocarbons (THC), and nitrogen oxides (N0X) for each of five engine power condi- tions of idle, approach, cruise, maximum continuous, and takeoff. Ambient tempera- ture produced the dominant effect on all gaseous emissions. El and PI for THC required the greatest magnitude of ambient temperature correction factors. Humidity had a significant secondary effect on the generation of NOx. The effects of baro- metric pressure were within experimental error for the minimal range of pressures encountered. The correction coefficients established from a TF30-P1 engine data base were determined to be applicable for correction of JT8D engine emissions. The temperature and humidity effects on the generation of emissions are now considered to have been a major source of variability of measurements from past investigations.

17. Key Words

Aircraft Correction Factors Turbine Engines Emissions (Pollution) Ambient Temperature Ambient Humidity

18. Distribution Statement

Document is available to the public through the National Technical Infor- mation Service, Springfield, Virginia 22151

19. Security Clossif. (of this report)

Unclassified

20. Security Classif. (of this page)

Unclassified

21- No. of Poges

11*

22. Pnce

U K V H I- ' ' L

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized

//

Page 5: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

TABLE OF CONTENTS

Page

INTRODUCTION 1

Purpose 1 Background 1

DISCUSSION 1

Description of Turbine Engines 1 Description of Sample Probes 2 Description of Method 2

RESULTS 5

Magnitude of Correction Factors 18 Emission Variability Reduction for Corrected TF30-P1 18

and J57-43WB Engine Data Bases

SUMMARY OF RESULTS 35

CONCLUSIONS 36

REFERENCES 37

APPENDIXES

A - TF30-P1, JT8D-11, and J57-43WB Engine Performance with Observed and Corrected Emission Indexes

B - Emission Indexes and Mathematical Models TF30-P1 and J57-43WB Engines. N0X Indexes are Corrected for Humidity

C - Correlation Coefficients Analysis of Variance Values and Coefficients from Regression Analysis

D - Graphical Solution for K3 Humidity Constant for N0X EI—J57-43WB Engine

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Page 6: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

LIST OF ILLUSTRATIONS

Figure Page

1 Emission Sample Probes—irJO-PI Engine 3

2 Emission Sample Prube—.157-43 Engine 4

3 Ambient Temperature Correction Factors tor NO 19 El—TF30-P1 Engine

4 Ambient Temperature Correction Factors for N0X 20 El—,157-43 and JT3D Engines

5 Ambient Temperature Correction Factors lor N0X 21 H—TF30-P1 Engine

6 Ambient Temperature Correction Factors for N0X 22 PI—J57-43 and JT3D Engines

7 Ambient Humidity Correction Factors for N0X 23 El—TF30-P1 and ,157-43 Engines

8 Ambient Humidity Correction Factors for N0X 24 PI—TF30-P1 and J57-43 Engines

9 Ambient Temperature Correction Factors for CO 25 El—TF30-P1 Engine

10 Ambient Temperature Correction Factors for CO 26 El—,157-43 and JT3D Engines

11 Ambient '! sniper ature Correction Factors for CO 27 PI—TF3U-PI Engine

12 Ambient Temperature Correction Factors for CO 28 PI—.157-43 and JT3D Engines

13 Ambient Temperature Correction Factors for THC 29 El —TF30-P1 Engine

14 Ambient Temperature Correction Factors for THC 30 El—,157-43 and JT3D Engines

15 Ambient Temperature Correction Factors for THC 31 P1--TF3Ü-P1 Engine

16 Ambient Temperature Collection Factors for THC 32 Pi —J 57-43 and JT3D Engines

IV

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LIST OF TABLES

Table Page

1 Equation (6) Constants - TF30-P1 and J57-43WB Engines 8

2 Ambient Temperature and Humidity Correction Factors 12 for TF30-P1 Turbofan Engine Emissions

3 Ambient Temperature and Humidity Correction Factors 15 for JT3D Turbofan Engine Emissions

4 Variability Reduction of Corrected TF30-P1 and JT8D 33 Engine Emission Data Base

5 Variability Reduction of Corrected J57-43WB Engine 34 Emission Data Base

Page 8: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

INTRODUCTION

PURPOSE.

The purpose of this report was to establish correction factors for reducing exhaust emissions from two classes of aircraft turbine engines to standard- day temperature and humidity.

BACKGROUND.

The Clean Air Amendments of 1970 (reference 1) specified that the United States Department of Transportation (DOT) and the Federal Aviation Admin- istration (FAA) promulgate regulations enforcing the aircraft engine emission standards established by the Environmental Protection Agency (EPA). Since the emission measurements showed significant variability throughout investi- gations performed by EPA and industry (reference 2), it was apparent that the variability would have to be quantified.

Since 1971, two major variability problems regarding emission measurements have been identified by industry and government study teams. The first problem involves acquiring a representative emission sample from the exhaust plume. Stratification of emissions in the exhaust plume has been proven by detailed traverse probing and the analysis of profile and contour plots of carbon monoxide (CO), total hydrocarbons (THC), and oxides of nitrogen (NO ). Studies of the traverse emission plots Indicate that the use of fixed probing techniques to provide representative samples is feasible (reference 3) .

The second problem area affecting emission measurements involves the effect of changes in ambient weather conditions, particularly temperature and humidity, on emission levels.

Therefore, the FAA was commissioned to conduct an investigation of these variability problems at the National Aviation Facilities Experimental Center (NAFEC), Atlantic City, New Jersey. The results of that portion of Lhf investigation designed to establish the quantitative effects of ambient temper- ature, humidity, and barometric pressure on the production of turbine engine emissions and to establish correction factors to normalize the ambient weather effects for standard sea level conditions are reported here.

DISCUSSION

DESCRIPTION OF TURBINE ENGINES.

Two aircraft turbine engines were tested, TF30-P1 mixed-flow turbofan engine and J57-43 turbojet engine. A surplus USAF TF30-P1 turbofan engine was selected as a test vehicle because of performance similarities to the commercial JT8D engine. The TF30-P1 turbofan engine was modified by removing the afterburner assembly and installing a fixed-area exhaust nozzle for commercial engine

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Simulation. The engine incurporates a front fan, having a bypass to engine airflow ratio of approximately 1.09 to 1, which diverts air through an annular duct that forms the outer shell of the engine. The bypass air is mixed with the exhaust gases downstream of the turbine. The pressure ratio across the compressor is 16 to 1. The engine, as modified, provides 11,500 pounds thrust at takeoff power.

A J57-43WB turbojet engine was made available by the USAF for this investiga- tion and was selected because of performance similarities to the commercial JT3D-1 turbofan engine. Parameters of concern were those that influence the generation of emissions, specifically, the air pressure and temperature levels at the inlet to the combustion chambers. The J57-43WB is a turbojet engine featuring a compressor pressure ratio of 12.5 to 1 at high power. The J57-43WB engine, "as utilizes as a test vehicle to simulate combustion chamber inlet > onditions of the JT3D-1 engine.

DESCRIPTION OF SAMPLE PROBES. Four fixed sample probes weri> installed through the TF30-P1 tailpipe in proximity to the core-fan duct splitter, as shown in figure 1. Each probe contained three sample orificts (0.030-inch diamerer) located to sample only exhaust gases from the core. A random sample pattern was achieved by installing the probes on varying chord angles. These fixed sample probes were utilized to determine the emission levels of the TF30-P1 engine during the ambient factors tests, since various probing techniques at the exhaust nozzle exit were being investigated concurrently.

A fixed, l.i-point sample probe in the shape of a square was utilized for the J57-43WB engine. The probe *;as positioned with the diagonals rotated 22.5° from the vertical and horizontal centerlines as shown in figure 2. The probe was designed to sample at 62 percent of the nozzle radius through 0.03-inch holes located at the midpoint and one-ninth radius on both sides of the midpoint of each 'jide (reference 4). The probe was positioned for acquiring representa- tive emission samples based an traverse results of a JT3D-1 engine with similar combustion chambers and strut configurations. The probe was located 10 inches dow iscream of the exhaust nozzle to eliminate or minimize probe effects on engine performance.

UESCRIPTION OF METHOD.

When measuring the emissions of turbine aircraft engines under varying atmospheric conditions, there may be no control of inlet air temperature (t2), specific humidity (H), or pressure (P) . Therefore, if the regulations for emissions are to be enforced, the effect of these ambient weather conditions on the emissions must be known quantitatively.

Using the J57-43WB and TF30-P1 engines, exhaust emission measurements were acquired over the range of ambient conditions occurring during the winter, spring, and summer seasons. Emissions of THC, CO, and N0X were measured over five engine power settings for ambient inlet temperatures of 16° Fahrenheit (F) to 94° F and specific humidity range of 10 to 150 grains of

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water vapor per pound of dry air. Barometric pressure extremes were minimal, being less than 1 inch of mercury.

Mathematical modeling of emission generation in turbine engines (reference 5) has indicated that air pressure (P3) and temperature (tß) at the inlet to the combustion chambers are major parameters determining emission levels for a given combustion chamber. The objectives of the test procedures were to maintain a constant value of engine power, while allowing ambient temperature to vary. The primary engine power conditions of idle, approach, cruise, maxi- mum continuous, and takeoff were selected for development of separate correc- tion factors, each at constant P3 levels. Power settings were held constant throughout the investigation by maintaining a constant engine pressure ratio (EPR), constant corrected thrust, and constant corrected fuel flow. Both engines were operated at identical EPR's at power conditions of approach, cruise, and maximum continuous. This procedure was implemented to determine the effect on the correction factors of the difference in compressor pressure ratio levels between the two engines. Each test period consisted of an up- calibration and a down-calibration procedure through the selected power condi- tions. Engine stabilization was determined by monitoring the gaseous emission records on continual basis. When stabilization was reached, the variation of the gaseous emissions became random; whereas, during stabilization, the records would show a steadily increasing or decreasing trend with time. The emission measurement systems conformed to the specification of reference 6. The data base included approximately 230 engine performance and emission measurements , for each engine tested (appendix A).

The data collected were analyzed by verifying the existence of meaningful effects, converting the data to its most usable form and then describing the generation of emissions mathematically. To accomplish the analysis, correlation, transformation and multiple regression techniques were utilized to generate the desired constants for the mathemaLical models. The correction factors were then calculated as the ratio of the mathematical model, solved for standard ambient conditions to the model, which may be solved for actual conditions to calculate the correction factor.

RESULTS

The emission indexes were inspected initially by plotting against the inlet temperature (t2) • These plots are included in appendix B. The emission of CO and THC decreases with increased ambient temperature, while N0X increases with increased temperature. A linear equation fit was considered as being the simplest way of defining the emissions. However, extrapolation implied zero or negative emissions. As a result, several alternative models were postulated and tested. The models were variations of the general equation for a straight line,

y = mx + b (1)

Page 13: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

Case 1

EI = ml + b ■ ,: )

Case ii

El = m/T + b (3)

Case ill

Jn El = m/'l + b (4)

where El is emission index

T is absolute temperature (Rankine) in is the slope b is the intercept

The transformations of equations 3 and 4 to parabolic-type curves from the straight-line equation, was uccomplished by substituting 1/T for T and for equation 4, substituting In El for El. The transformations were used so that straight-line fitting techniques (least squares) could be employed for the fitting of more complex functions. Equation 2 and 3 were utilized in the analysis, but were discarded, appendix C.

In the actual statistical computer output, specific humidity and atmospheric pressure were added, making the model a multiple linear fit, thus making the general equation;

y = b + mj Xj + m^ X2 + nij X3 + E (5)

where y = log emission index b = intercept raj- coefficient associated with X^ X]= temperature reciprocal 1/T m2= coefficient associated with X2 X2= specific humidity ni3= coefficient associated with X3 Xj= barometric pressure E = error term

The tabulation of the correlations, statistical tests, and regression coefficients for the specific humidity, temperature, and pressure are included in appendix C. The generated statistics were utilized in the following way:

1. The correlation coeliicients were tested to determine if a relationship between the emission index and specific measured ambient conditions could exist.

2. Multiple correlation coefficient squared showed the percentage of variability explained by the equation that was generated.

Page 14: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

j. The F valu^ was tested to determine if the multiple correlation coefficient squared was more, than chance.

4. Regression coefficients, intercept value, and error of estimate were used to generate the equation.

A review of the correlation coefficients shows that for most power settings, barometric pressure does not contribute significantly to the emission index. This could be due to the rather narrow range of ambient pressures over which the tests were run, (less than 1 inch of mercury) and the constant EPR and P3 requirement of the test procedure. As a result, barometric pressure was discounted as a meaningful factor in the mathematical models to be presented.

Although the linear and the inverse temperature correlations showed that definite relationships could exist, they were both aesthetically and scientif- ically lacking in justification. It was noted empirically that the rate of chemical reaction was a function at the natural logarithm, e, raised to a power varying inversely to the absolute temperature. Therefore, the model of equation 6 was used to characterize the production of CO, THC. and N0X

in engine exhaust emissions. The least-squares curve fit and subsequent transformation results were generalized in the mathematical statement:

LI = Ki e e (Eor ~>

where El is the emission index, pounds pollutant per 1,000 pounds fiel.

Ki = equation constant equivalent to intercept of the equation when in logarithmic form

K2 = constant associated with the temperature

KT = constant associated with the humidity

e = base natural logarithms

E = the error term

T = absolute temperature, degrees Rankine

H = specific humidity, grains of water vapor in one pound dry air.

Equations of the same form were developed for the power index, I'l, in units of pounds pollutant per 1,000 pounds thrust.

A tabulation of the constants obtained by use of a log transformation in a multiple linear regression program and its subsequent reconversion is presented in table 1. These data are a result of one quality check where points that deviated from an earlier fit were removed (i.e., points with large residual errors were eliminated). Reasons for the outliers were sought and found in some cases.

Page 15: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

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The utility of these constants is twofold: (1) By using them In the general equation, a prediction equation for the respective power setting is now avail- able; and (2) it provides a method of using ambient T and H to correct El and PI to standard condition. A review of table 1 suggests that for the TF30-P1 engine the coefficients for humidity tend to approach some constant value over the power settings for N0X. N0X El approaches O.Ü027, and N0X

PI approaches Ü.0032. The humidity coefficents for the ,157-43 engine were developed graphically across engine power, appendix D.

Regression und correlation jualysis ol the CU measurements from the TF30-P1 engine indicated humidity coefficients (K3) of approximateiy -0.0013 for CO El and -Ü.0016 for CO PI. Similar analysis of the CO measurements from the J57-43WB engine failed, however, to confirm the existence of humidity correc- tion factors. Ambient temperature dependent models and correction factors with and without humidity were applied to the TF30-P1 data base (appendix A) . Ambient temperature correction factors without humidity significantly lowered the standard deviation of the corrected indexes and further lowered the standard deviation of the data base compared with the original factors includ- ing humidity at all power conditions except idle. Based on these results, the CO humidity factors for the TF30-P1 engine were eliminated, and the total effects were assigned to ambient temperature.

A review of the error values shows that for CO and N0X, the equations utilized data that were within 10 percent or less of the respective equation yield. The error values stated are a result of transforming from a logarithmic to a linear scale and are one standard deviation in magnitude. If a normal distribution of data is assumed for the logarithmic state, the limits determined by the err^r statement contain approximately 68 percent of the data.

Total hydrocarbons measurements from the TF30-P1 engine show ]arger error terms, especially for the approach settings. The TF30-P1 engine THC correction factors as originally developed were revised as a result of the error of determination. Priinarily, the modification involved elimination of the humid- ity factors, because of questionable correction under high humidity conditions at approach power. The humidity factor was also eliminated at idle power, since the small factor was within the error of determination. Regression analyses were then performed to assign the total effects to the ambient temperature correction. The THC constants presented in table 1 were developed on this basis and are therefore only temperature dependent.

Multiple regression analysis ol the CO and THC measurement from the J57-43WB engine Indicated that humidity and barometric pressure were not significant. The CO and THC measurements from the .157-43WB engine were analyzed by simple regression analysis, using only ambient temperature as the variable.

A number of commercial turbine engines Incorporate fuel controls that regujate idle power to a constant thrust or constant EPR. This feature is accomplished by varying engine rotational speed (RPM) with changes in ambient temperature. The fuel controls of engines such as, the TF30-P1 , JT8D, and JT3Ü-1 engim have this feature. The fuel control of the J57-43WB engine, on the other hand,

10

Page 18: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

regulates Idle power to a constant high rotor speed (N2) and, as a result, varies thrust. Significant differences exist in the mathematical models and correction factors for the two engines at idle power. Correction factors for JT3D engine emissions at idle power were developed from the .J57-43WB engine measurements. A data base was established at constant power conditions (EPR) , consisting of selected J57-43WB engine emission measurements from low idle for low ambient temperatures and from high idle for high ambient temperatures.

Variability of the N0X measurements from the J57-43WB engine required the use of graphical methods across power for determination of K3 humidity constant. The humidity K3 constants for the J57-43WB engine measurements of N0X El and PI levels were related to corabustor inlet temperature (t3) at various humidity levels. The information were then cross plotted against humidity, and K3 constants were developed by fitting equatijn 6 to the results. The graphical solution for K3 is included in appendix D. The N0X data base for the J57 engine was corrected for humidity, and the ambient temperature effects were determined by simple regression analysis.

The ambient temperature and humidity correction factors for the TF30-P1 and JT3D turbine engine emissions are presented in tables 2 and 3. The correc- tion factors are defined as the product of C^ X C^, temperature correction times humidity correction. Cx and CH are calculated from the ratio of the mathematical model (equation 6) for the El or PI at standard conditions of 59° F and zero humidity to the model for the temperature and humidity condi- tions of the day. The correction factors were calculated for the TF30-P1 and J57-43WB engines using the values for the model associated with table 1. Temperature correction coefficients were determined by solving equations 7 and 8.

K2/518.69 CT = ILL g (7) 1 K2/T u;

KL e

The intercept constants, K^, cancel, and K2 was determined by correlation and regression analysis. Constant K4 results from solving for the standard temperature.

CT K2/T e (8)

The correction factor for humidity was determined by equations 9 and 10:

-MO) C =B_? - (9) LH Ki -K3(H)

11

Page 19: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

The intercept constants cancel and solving for zero humidity, e to the zero power, is one, and K3 in negative.

% = « (10)

TABLE 2. AMBIENT TEMPERATURE AND HUMIDITY CORRECTION FACTORS FOR TF30-P1 TURBOFAN ENGINE EMISSIONS

1.0 DEFINITION OF TERMS

i.l C-j: Correction coetficient for variations in ambient temperature from the standard of 59° F.

1.2 CJJ: Correction coefficient for variations in humidity from the standard of zero.

1.3 e: Base natural logarithms

1.4 T: Ambient temperature absolute—degrees Rankine - (t0 F + 459.69)

1.5 H: Ambient specific humidity—grains of water vapor in 1 pound of dry air

1.6 EIQ: Emission index corrected (El x Cj x C\i) , pounds pollutant per 1,000 pounds fuel

1.7 P^c: Power index corrected (PI x CT x CH) . pounds pollutant per 1,000 pounds thrust

2.0 IDLE POWER EMISSION INDEX

Figure

2.1 CT: (NOx) = 0.01989 „2031.9S/-1 3

2.2 CH: (K0X) = e0.0027(1!) 7

2.3 CT: (CO) = il-A7-*7. y e1256.56/T

2.;:^, (XHC) - ig-^^ 13

3.0 IDLE POWER

POWER INDEX (PI) I'Ol.'EH fDLX

12

Page 20: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

B—PUmWPPPWWyi .i'—mT—'■!■! ■^■■r^niinwiii.i. mi i u i | ^-Z^i

TABLE 2. AMBIENT TEMPERATURE AND HUMIDITY CORRECTION FACTORS FOR TF30-P1 fURBOFAN ENGINE EMISSIONS (Continued)

Figure

3.1 CT: (N0X) = o.009036e2^l-26/T 5

3.2 CH- (N0X) = e0-0032(H)

7.7275 3.3 CT: (CO) = eiU60.61/T 11

3.4 CT: (THC) = e3169.50/T 15

4.0 APPROACH POWER (EPR 1.31) EMISSION INDEX

4.1 CT: (NOx) » 0.020474 e20l6-97/T 3

4.2 CH: (N0X) = e0.0027(H) J

4.3 CT: (CO) = t9-23(£. 1 V ^ e2021.08/T 9

4.4 CT: (THC) = 37559580.0 u

e9046.70/T

5.0 APPROACH POWER (EPR 1.31) POWER INDEX

5.1 CT: (NOx) = 0.014795 e2185.83/T 5

5.2 CH: (NOx) = ^-0032^) 8

5.3 CT: (CO) = Al.18596 1 e1928.54/T ii

122704000.0 15 5.4 CT: (THC) = r „ .. r ..., . 1 e9660.75/T 6.0 CRUISE POWER (EPR 1.76) EMISSION INDEX

6.1 CT: (NOx) * 0.016544 e2127-54/T 3

6.2 CH: (NOx) = e0.0027(H) 5

6.3 CT: (CO) = 2-4-5--lL74 9 T V ' e2855.175/T

13

Page 21: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

TABLE 2. AMBIENT TEMPERATURE AND HUMIDITY CORRECTION FACTORS FOR TF30-P1 TURBOFAN ENGINE EMISSIONS (Continued)

7.0 CRUISE POWER (EPR 1.76) POWER INDEX

7.1 CT: (NOx) = 0.Ü14 359 e-Ol.G/T

7.2 CH: (NOv) - o0.0032(11)

7.3 CT: (CO) 195.7294 "e273"6.99/T

8.0 MAXIMUM CONTINUOUS POWER (EPR 1.905) EMISSION INDEX

,1 C, (MÜX) 0.Ü31415 en54.91/T

8.2 CH: (NOx) = eÜ.0027(11)

8.3 cr (CO) - 1_34.502

, 2542.40/T

9.0 MAXIMUM CONTINUOUS POWER (EPR 1.905) POWER INDEX

9.1 CT: (NOx) - 0.011165 e2331-40/1

9.2 CH: (Nüx) = eO.OU32(li)

9.3 CT: (CO) = 9Avöbu- C2355.90/T

10.0 TAKEOFF POWER (EPR 2.05) EMISSION INDEX

10.1 CT: (NO;<) = U.Üb23ö ,..1^39.07/1

10.2 CH: (NOx) = e0. 0027 (11)

10.3 CT: (CO) = 19.60978 tl1908.30/T

11.0 TAKEOFF POWER (EPR 2.05) POWER INDEX

11.1 CT: (NOx) = Ü.01579 e2152.75/T

11.2 CH#: (NOx) - e0.0032(H)

34.70270 11.3 Cr,

5

8

11

3

5

5

8

11

3

7

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5

8

11

14

Page 22: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

mmmmmmmimmmmmmm^mimmmi'm'i'mmmmmtmii n. i j i nmmmimmmmmmm w mm m^ft

TABLE 3. AMBIENT TEMPERATURE AND HUMIDITY CORRECTION FACTORS FOR JT3D TURBOFAN ENGINE EMISSIONS

1.0) DEFINITION OF TERMS (See table 2)

2.0 IDLE POWER EMISSION INDEX

2.1 CT: (N0X) = 0.12053 e1097.47/T

2.2 CH: (N0X) = Ü.0027(H)

Figure

4

7

,'..3 CT: (CO) = i-A§41 e270.35/T 10

2.4 CT: (THC) = 54_-36jtl u

e2072.534/T

3.0 IDLE PÜUER POWER INDEX

3.1 CT: (N0X) = 0.0095737 e2411.25/T 6

3.2 CH: (N0X) = e0.0032(H) 8

3.3 CT: (CO) = K0 12

3.4 CT: (THO-M^

4.0 APPROACH POWER (EPR 1.31) EMISSION INDEX

4.1 CT: (N0X) = 0.03297 e1769.84/T 4

4.2 CH: (N0X) = eO.GQ27(H) 7

)6.1889 1861.45/T

^ CT: (CO) -%if%/T 10 e

A A r • rTH^ - 32.8038 14 4.4 CT. (THC) ^Xsiö^I/T

5.0 APPROACH POWER (EPR 1.31) POWER INDEX

15

Page 23: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

TABLE 3. AMBIENT TEMPERATURE AND HUMIDITY CORRECTION FACTORS FOR TURBOFAN JT3D ENGINE EMISSIONS (Continued)

Figure

6

8

5.1 CT: (NOx) = 0.04219 e1641.98/T

5.2 CH: (NOx) = e0.0032(H)

5.3 CT: (CO) =18,9155 1 e2114.23/T 12

5.4 CT: (THC) = §3J.I^. 16 1 e2314.94/T

6.0 CRUISE POWER (EPR 1.76) EMISSION INDEX

6.1 CT: (NOx) = 0.04536 e]604.36/T 4

6.2 CH: (N0X) = e0.0027(H) 7

6.3 CT: (CO) =i28A-JA46_ 11 t,3714.957/T 10

6.4 CT: (THC) = 2.5,Q^ 14 ' e1671.13/T

7.0 CRUISE POWER (EPR 1.76) POWER INDEX

6

8

7.1 CT: (N0X) = 0.02021 e2023.69/T

7.2 CH: (N0X) = eÜ.0032(H)

7.3 CT: (CO) =796._7122 T e3465.ll/T 12

7.4 CT: (THC) = i1---7-5^ 16 1 e1278.30/T

8.0 MAXIMUM CONTINUOUS POWER (EPR 1.905) EMISSION INDEX

8.1 CT: (NÜX) = 0.02564 e1900.33/T 4

8.2 CK: (N0X) = eO.0027(H) 7

8.3 CT: (CO) =J£|:|^/T 10

16

Page 24: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

TABLE 3. AMBIENT TEMPERATURE AND HUMIDITY CORRECTION FACTORS FOR JT3D TURBOFAN ENGINE EMISSIONS (Continued)

9.0 MAXIMUM CONTINUOUS POWER (EPR 1.905) POWER INDEX

Figure

9.1 CT: (NÜX) = 0.01080 e2348.73/T 6

9.2 CH: (N0X) = e0.0032(H) 8

9 3 CT- (CO) = 6573-23^ 12 y,J LT- {LV) 4559.68/T e

9.4 CT: (THC)=^f^6/T

10.0 TAKE-OFF POWER (EPR 2.30) EMISSION INDEX

10.1 CT: (NOx) = 0.038413 e1690.60/T 4

10.2 CH: (NOx) = e0.0027(H) 7

10 3 C • (CO) = 351-522 10 10.3 CT. (CO) e3040>746/T

11.0 TAKE-OFF POWER (EPR 2.30) POWER INDEX

6

8

11.1 CT: (NOx) = 0.02321 el951.91/T

11.2 CH: (NOx) = e0.0032(H)

11.3 CT: (CO) = 356.8673 12 e3048.53/T

17

Page 25: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

MAGNITUDE OF CORRECTION FACTORS.

The ambient temperature and humidity correction factors for the TF'30-Pl and J57-43WB enyine emissions were solved for the temperature coefficient (C^) and then solved for the humidity cor.Lficient (CJJ) . When solving for Cj the humidity v.'.is held constant at zero, and when solving for C^j, the temperature was held constant at the standard of 59° F.

Cf for El and PI was plotted for each pollutant on composite engine power illustrations for the five power conditions as shown in figures 3, 4, 5, 6, 9, 10, 11, 12, 13, 14, 15, and 16. Similar curves N0X El and N0X PI for CH are shown in figures 7 and 8. The characteristics and magnitude of the correction factor« are apparent.

EMISSION VARIABILITY REDUCTION FOR CORRECTED TF30-P1 AND J57-43WB ENGINE DATA BASES.

The emission measurements from the TF30-P1 and J57-43W]) engines were tabulated in appendix A, both uncorrected and corrected for ambient temperature and humidity. The one-standard-deviation variability of these measurements are tabulated in tables 4 and 5. As may be noted, the correction of the measure- ments produced a significant reduction in variability. Variability reduction of the data base with application of the correction factors was striking. Based on one standard deviation, variability of the THC El was reduced 41 to 66 percent. Variability of CO El was lowered 35 to 60 percent, and N0X El up to 33 percent.

An existing data base for JT8D-11 engine was included in appendix A and the one-standard-deviation variability was tabulated in table 4. The JT8D engine emission measurements were corrected for ambient temperature and humidity to demonstrate the applicability of the TF30-P1 correction factors. As may be seen in table 4, the rerluction in variability of the JT8D-11 engine corrected emission indices is approximately equal in magnitude to the reduction of vari- ability of the TF30-P1 engine emission indexes. Because of this similarity, the factors may be utilized to correct the JT8D engine emissions for ambient temperature and humidity effects.

18

Page 26: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

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■ i I -«llllll III. I I.IH>V>M<l>i

TABLE 5. VARIABILITY REDUCTION OF CORRECTED J57-43WB ENGINE EMISSION DATA BASE

Uncorrected LI Corrected El Corrected El One Standard One Standa rd Reduction

Emission Deviation De', /iation (Percent)

CO IDLE . _

THC IDLE 15.14 8.74 (42%) NOx IDLE 0.30 0.25 (17%)

CO Al?P 3.04 1.18 (61%) THC APP 1.14 0.67 (41%) NOx APP 0.34 0.26 (23%)

CO CRUISE 2.11 0.76 (64%) NOx CRUISE 0.71 0.72 (0)

CO MC '.85 0.66 (64%) NOx MC 0.68 0.50 (26%)

CO TO 0.72 0.40 (44%) NOx TO 0.81 0.58 (28%)

34

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•"imiwm

SUMMARY OF RESULTS

Exhaust emission measurements were acquired from two aircraft turbine engines (J57-43WB and TF30-P1) to establish correction factors for normalizing ambient temperature, humidity, and barometric pressure effects on the generation of emissions. The mixed-flow TF30-P1 engine was modified to incorporate a fixed- area exhaust nozzle to simulate the physical characteristics and the per- formance of the commercial JT8D engine. A J57-43WB turbine engine was utilized as the test vehicle to simulate the physical characteristics and performance of the commercial JT3D-1 aircraft engine. Testing was conducted to take advantage of the ambient weather conditions occurring naturally during the winter through summer seasons.

The emission indexes were analyzed for ambient weather effects by postulating mathematical models that were thought likely to characterize production of emissions. The models were then evaluated by performing correlation, trans- formation, and multiple regression analyses. Models postulated and discarded included linear and inverse mathematical relatiorships. Since physical chemistry describes the behavior of chemical reaction rates logarithmically as inversely proportional to the absolute temperature, it was this equation that was utilized to characterize the production of gaseous emissions. The r,odel was evaluated, and the equation constants were determined by a log transformation in a multiple linear regression and correlation analysis program. The correction coefficients were then determined from the ratio of the model for standard conditions, to the model for actual condition.

The measurements indicated that the factors for ambient temperature and humidity provide significant and adequate correction of emissions. Although barometric pressure may have a significant theoretical effect on emissions, the range of pressures available within the data base was only 3 percent, and the test procedures compensated for variations. Ambient temperature and humidity correction coefficients were established for each of five engine power conditions: idle, approach, cruise, maximum continuous, and takeoff for two classes of aircraft turbine engines. Separate factors were established for the various power conditions, each at constant pressure at the inlet to the combustion chambers.

The significant magnitude of the correction coefficients is striking. At an ambient temperature of zero, coefficients go as low as 0.10, and at a temperature of 100" F, the coefficients are as high as 2.40. The extremes in correction were required for the THC indexes.

The correction coefficients were evaluated by applying them to the TF30-P1 and J57-43WB engine emission data bases. The reduction in measurement variability was significant. An existing JT8D-11 engine emission data base was corrected using the TF30-P1 factors. The reduction of JT8D-11 engine emission measurement variability as corrected was of approximately equal in magnitude to that of the TF30 data base from which the factors were established. The TF30-P1

35

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emission correction coefficients were therefore considered applicable for correction of JT8D engine emissions. A suitable data base was unavailable for testing the JT3D-1 engine correction factors developed from the J57-43WB engine emission measurements, but since the geometric and performance condi- tions of the J57-43WB combustion chambers were similar to combustor conditions of the JT3D engine emissions, the correction factors were considered applicable for correction of JT3D engine emissions.

CONCLUSIONS

1. The mathematical models developed to describe the emission characteristics as a function of ambient temperature and humidity of two classes of turbine engines exhibit good correlation of data when applied.

2. The correction coefficients established for the TF30 engine were considered applicable for correction of JT8D engine emissions.

3. Fuel control characteristics (control to constant thrust or constant speed) can influence emission output at idle power, and thus correction factors for the specific conditions must be developed.

A. The correction factors developed for the J57-43WB engine and modified at idle power were considered applicable for correction of JT3D engine emissions.

5. Ambient temperature is the dominant variable affecting the production of emissions. Humidity had significant secondary effects on the generation of nitrogen oxides.

6. Ambient temperature and humidity effects on the production of emissions are considered to have been a major source of variability in past investigations.

36

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REFERENCES

1. Clean Air Amendments of 1970, Public Law 91-604, 91st Congress, H.R. 17255, December 31, 1970.

2. McAdams, H. T., Analysis of Aircraft Exhaust Emission Measurements Statistics. EPA Technical Report NA 5007-K-2.

3. Slusher, G. R., Analytical Study of Mixed-Flow JT8D Exhaust Emission Measurements for Fixed Probe Requirements, FAA Technical Report FAA-RD-76-140.

4. Klueg, Eugene P. and Slusher, G. R., Exhaust Emission Probe Investigation of a Mixed Flow Turbofan Engine, Technical Paper Presented before October 1974 Meeting, Instrument Society of America, New York, New York.

5. Sarli, V. J., Eiler, D. C, Marshall, R. L., Effects of Operating Variables on Gaseous Emissions, Technical Paper Presented before October, 1975 Meeting of Air Pollution Control Association Specialty Conference on Air Pollution Measurement Accuracy as in Relation to Regulation Compliance. New Orleans, Louisiana.

6. Control of Air Pollution from Aircraft and Aircraft Engines, Federal Register, Volume 38, Number 136, Part II, 17 July 1973.

37

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APPENDIX A

TF30-P1, JT8D-11, AND J57-43WB ENGINE PERFORMANCE WITH OBSERVED AND CORRECTED EMISSION INDEXES

A-/

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APPENDIX A

LIST OF TABLES

Table Page

A-l TF30-P1 Engine Performance with Observed and Corrected A-2 Emission Indexes at Idle Power

A-2 TF30-P1 Engine |Perturmance with Observed and Corrected A-4 Emission Indexes at Approach Power

A-3 TF30-P1 Engine Performance with Observed and Corrected A-6 Emission Indexes at Cruise Power

A-4 TF30-P1 Engine Performance with Observed and Corrected A-8 Emission Indexes at Maximum Continuous Power

A-5 TF30-P1 Engine Performance with Observed and Corrected A-ll Emission Indexes at Takeoff Power

A-6 JT8D-il Engine Performance with Observed and Corrected A-13 Emission Indexes at Idle Power

A-7 JT8D-11 Engine Performance with Observed and Corrected A-14 Emission Indexes at Approach Power

A-8 JT8D-11 Engine Performance with Observed and Corrected A-15 Emission Indexes at Maximum Continuous Power

A-9 JT8D-11 Engine Performance with Observed and Corrected A-16 Emission Indexes at Takeoff Power

A-10 J57-43 Engine Performance with Observed and Corrected A-17 Emission Indexes at Idle Power

A-ll J57-43 Engine Performance with Observed and Corrected A-19 Emission Indexes at Approach Power

A-12 J57-43 Engine Performance with Observed and Corrected A-21 Emission Indexes at Cruise Power

A-13 J57-43 Engine Performance with Observed and Corrected A-23 Emission Indexes at Maximum Continuous Power

A-14 J57-43 Engine Performance with Observed and Corrected A-25 Emission Indexes at Maximum Continuous Power

A-lL

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r

APPENDIX A

TF30-P1, JT8D-11, AND J57-43WB ENGINE PERFORMANCE WITH OBSEKVED AND CORRECTED EMISSION INDEXES

Engine performance and emission measurements for the TF30-P1, JT8D-11, and J57-43WB engines at each of five power conditions are tabulated in tables A-l through A-14. Compressor inlet temperature, humidity, and barometric pressure are included to provide a data base for possible future correlation analysis. The calculated emission indexes. El and PI are tabulated. The emission index is also corrected using the technique developed in this report.

A-l

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Page 72: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

f- ~>MW

APPENDIX B

EMISSION INDEXES AND MATHEMATICAL MODELS TF30-P1 AND J57-43WB ENGINES. NOx INDEXES ARE CORRECTED FOR HUMIDITY

tV /

Page 73: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

——l^' ■ i ■—■^ mm mm' ■■■

APPENDIX B

LIST OF ILLUSTRATIONS

B-l CO EI-

B-2 CO EI-

B-3 CO EI-

B-4 CO EI-

B-5 THC El

B-6 THC El

B-7 THC El

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-TF30-P1 Engine—Idle Power

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-J57-A3 Engine—Approach Power

—TF30-P1 Engine—Idle Power

—J57-43 Engine—Idle Power

—TF30-P1 Engine—Approach Power

—J57-43 Engine—Approach Power

—TF30-P1 Engine—Approach Power

"-J57-43 Engine—Approach Power

-TF30-P1 Engine—Cruise Power

—J57-43 Engine—Cruise Power

—TF30-P1 Engine—Maximum Continuous Power

—J57-43 Engine—Maximum Continuous Power

-J57-43 Engine Takeoff Power

Page

B-l

B-2

B-3

B-4

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B-li

Page 74: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

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Page 89: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

APPENDIX C

CORRELATION COEFFICIENTS, ANALYSIS OF VARIANCE VALUES AND COEFFICIENTS FROM REGRESSION ANALYSIS

C /

Page 90: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

APPENDIX C

LIST OF TABLES

C-l CO IbB/l.OOO lbs Fuel, Idle Power, EPR 1.08— TF30-P1 Engine

C-2 CO lb8/l,000 lbs Thrust, Idle Power, EPR 1.08— TF30-P1 Engine

C-3 CO lbs/1,000 lbs Fuel, Approach Power, EPR 1.31— TF30-P1 Engine

C-4 CO lbs/1,000 lbs Thrust, Approach Power, EPR 1.31— TF30-P1 Engine

C-5 CO lbs/1,000 lbs Fuel, Cruise Power, EPR 1.76— TF30-P1 Engine

C-6 CO lbs/1,000 lbs Thrust, Cruise Power, EPR 1.76— TF30-P1 Engine

C-7 CO lbs/1,000 lbs Fuel, Maximum Continuous Power, EPR 1.905—TF30-P1 Engine

C-8 CO lbs/1,000 lbs Thrust, Maximum Continuous Power, EPR 1.905—TF30-P1 Engine

C-9 CO lbs/1,000 lbs Fuel, Takeoff Power, EPR 2.05— TF30-P1 Engine

C-10 CO lbs/1,000 lbs Thrust, Takeoff Power, EPR 2.05— TF30-P1 Engine

C-ll THC lbs/1,000 lbs Fuel, Idle Power, EPR 1.08— TF30-P1 Engine

C-12 THC lbs/1,000 lbs Thrust, Idle Power, EPR 1.08— TF30-P1 Engine

C-13 THC lbs/1,000 lbs Fuel, Approach Power, EPR 1.31— TF30-P1 Engine

C-14 THC lbs/1,000 lbs Thrust, Approach Power, EPR 1.31- TF30-P1 Engine

C-15 THC lbs/1,000 lbs Fuel, Cruise Power, EPR 1.76— TF30-P1 Engine

C-2

C-2

C-3

C-3

C-4

C-4

C-5

C-5

C-6

C-6

C-7

C-7

C-8

C-8

C-9

C-i-OJ

Page 91: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

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C-

LIST OF TABLES (Continued)

Table Page

C-16 THC lbs/1,000 lbs Thrust, Cruise Power EPR 1.76— C-9 TF30-P1 Engine

C-17 THC lbs/1,000 lbs Fuel, Maximum Continuous Power, C-10 EPR 1.905—TF30-P1 Engine

C-18 THC lbs/1,000 lbs Thrust, Maximum Continuous Power, C-10 EPR 1.905—TF30-P1 L'ngine

C-19 THC lb8/l,000 lbs Fuel, Takeoff Power, EPR 2.05— C-ll TF30-P1 Engine

C-20 THC lbs/1,000 lbs Thrust, Takeoff Power EPR 2.05— C-ll TF30-P1 Engine

C-21 N0X lbs/1,000 lbs Fuel, Idle Power EPR 1.08— C-12 TF30-P1 Engine

C-22 N0X lbs/1,000 lbs Thrust, Idle Power, EPR 1.08— C-12 TF30-P1 Engine

C-23 N0x lbs/I,000 lbs Fuel, Approach Power, EPR 1.31— C-13 TF30-P1 Engine

C-24 N0X lbs/1,000 lbs Thrust, Approach Power, EPR 1.31— C-13 TF30-P1 Engine

C-25 N0X lbs/1,000 lbs Fuel, Cruise Power, EPR 1.76— C-14 TF30-P1 Engine

C-26 N0X lbs/1,000 Thrust, Cruise Power, EPR 1.76— C-14 TF30-P1 Engine

C-27 NOx lbs/1,000 Fuel, Maximum Continuous Power, C-15 EPR 1.905—TF30-P1 Engine

C-28 N0X lbs/1,000 Thrust, Maximum Continuous Power, C-15 EPR 1.905—TF30-P1 Engine

C-29 NOx lbs/1,000 Fuel, Takeoff Power, EPR 2.05— C-16 TF30-P1 Engine

C-30 NOx lbs/1,000 Thrust, Takeoff Power, EPR 2.05— C-16 TF30-P1 Engine

C-li

Page 92: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

wf^^m^imm

^

APPENDIX C

CORRELATION COEFFICIENTS, ANALYSIS OF VARIANCE VALUES AND COEFFICIENTS FROM REGRESSION ANALYSIS

DEFINITION OF TERMS.

The correlation coefficient represents the proportion of the total variation of the emission index explained by the associated variable. The multiple correlation coefficient squared represents the proportion of the total variation accounted for by the fitted equation. The F value is used to test the "significrnce" of the multiple correlation coefficient squared, where the degrees-of-freedom are 2 for the numerator and N-3 for the denominator and N is sample size. Computed "t" value is the ratio of the regression coefficient and its standard deviation. It used to determine if its regression coefficient is different from zero.

Partial correlation coefficient represent the proportion of the total variation of the emission index explained by the associated variable while the other variables are kept constant. Regression coefficients are the values for multiple regression equation model. The log transformation in these tables are to the base 10.

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APPENDIX D

GRAPHICAL SOLUTION FOR K.3 HUMIDITY CONSTANT FOR NOx

EI--J57-43 ENGINE

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Page 109: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

APPENDIX D

LIST OF ILLUSTRATIONS

Figure

Ü-l

D-2

D-3

Page

D-l NOx EI versus Combustor Inlet Temperature—Specific Humidity 0 to 20 Grains H2O per Pound of Dry Air

NOx El versus Combustor Inlet Temperature—Specific D-2 Humidity 60 to 80 Grains H2O per Pound of Dry Air

NOx El versus Combustor Inlet Temperature—Specific Humidity 130 to 150 Grains H2O per Pound Dry Air

Ü-4 Humidity Constant "K3"

D-3

D-4

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Page 110: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

200

FIGURE D-l.

300 400 500 600 700 800 COMBUSTOR INLET TEMPERATURE - F

NOx El VERSUS 00MBUST0R INLET TEMPERATURE—SPECIFIC HUMIDITY 0 TO 20 GRAINS H2O PER POUND OF DRY AIR

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Page 111: Ambient Temperature & Humidity Correction Factors for ...El—TF30-P1 and ,157-43 Engines 8 Ambient Humidity Correction Factors for N0 X 24 PI—TF30-P1 and J57-43 Engines 9 Ambient

200

FIGURE D-2.

300 400 500 600 700 COMBUSTOR INLET TEMPERATURK - F

800

NO El VERSUS COMBUSTER INLET TEMPERATURE—SPECIFIC HUMIDITY 60 TO 80 GRAIN HjO PER POUND OF DRY AIR

900

76-16-D2

D-2

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200

FIGURE D-3.

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COMBUSTOR INLET TEMPERATURE - F NO El VERSUS COMBUSTOR INLET TEMPERATURE—SPECIFIC 76-16-D3 HUMIDITY 130 TO 150 GRAIN H20 PER POUND DRY AIR

D-3

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