AD-A091 011 FEDERAL AVIATION ADMINISTRATION TECHNICAL CENTER ATL--ETC F/6 21/5EXHAUST EMISSIONS CHARACTERISTICS AND VARIABILITY FOR PRATT AND--ETCIJ)SEP 80 E F. BECKER, B FRINGS. W C CAVAGE

UNCLASSIF IED FAA-CT-7953NL

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EXHAUST EMISSIONS CHARACTERISTICS AND VARIABILITYFOR PRATT AND WHITNEY JT80-7A GAS TURBINE

ENGINES SUBJECTED TO MAJOR OVERHAUL AND REPAIR

ERIC E. BECKERGARY FRINGS

o WILLIAM C. CA VASE

USu 0'

FINAL REPORTT7

SEPTEMBER 1980 i

Document is available to the U.S. public throughthe National Technical Information Service.

C Springfield, Virginia 22161,

Prepared for

I. S. DEPARTMENT OF TRANSPORTATIONFEDERAL AVIATION ADMINISTRATION

C= TECHINICAL CENTERHadi CRYAirport, NOW IIFsrs 6648A~n so Ci1800 27 ~I17

NOTICE

This document is disseminated under the sponsorship ofthe Department of Transportation in the interest ofinformation exchange. The United States Governmentassumes no liability for the contents or use thereof.

The United States Government does not endorse productsor manufacturers. Trade or manufacturer's names appearherein solely because they are considered essential tothe object of this report.

Technical Report Documentation Page1. Report No. ] 2. Government Accession No. 3. Recipient's Catalog Me.

4. T.09l and S. bitl q ... . . .. . . .R. .

,gXHAUSTJ&ISSIONS~HARACTERISTICS ANDWIABILI1Y 1~ y 6.

&RAT SuplmNtary 6.Prfrintesp-t ~

Seven Prattand hitATNeEY .4 -71A T t oAS TURBINE JT t enie ee etda

Kennedy nt. performing Orgsnization Report No..hoo Eric 'E./Beckerg Cary/rnsl and /

7 il ! Cavae _- ' / ..... FAA-T-9

isic and dat vaiblt afte ovral Th mesue dat showi tha thedd

Federal Aviation AdministrationTechnical Center M | Contract or Grant No.

standards. ~ ~ ~ ~~ 13 Ap coorsno h esue aa band fro the seri overuedquanticty teAirrNe sampled; the0 ne2egiedaa5epeen alagr00ml

12. Sponsoring Agency Name and Addass dU.S. Department of Transportation t report.

Federal Aviation Administration Stetomas7Technical Center tonl Tenca % forAtlantic City Airport, New Jersey 08405

Ho Abstroct

Seven Pratt and Whitney Aircraft (PWA) JTBD-7A turbofan engines were tested atKennedy International Airport, New York, to evaluate exhaust emissions character-istics and data variability after overhaul. The measured data show that theengines tested did not meet the Environmental Protection Agency (EPA) emissionstandards. A comparison of the measured data, obtained from the seven overhauledengines evaluated under this program, with new engine data obtained from PWA showthat there is a great deal of similarity between the two sets of data. Differencesshown in this report between new engine and overhauled engine data are due to thequantity of the engines sampled; the new engine data represent a larger samplesize. Satisfactory data can be measured by using the test procedures, instrumen-tation, and equipment defined in this report.

117. Keoy Words 18. Distritbution Statement

IExhaust Emissions Air Pollution Document is available to the U.S. public

oxides of Nitrogen through the National Technical InformationTurbine Engines Service, Springfield, Virginia 22161

Carbon MonoxideHyd rocarbons

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PREFACE

The authors wish to acknowledge the cooperation which vas extended them by themianagement and personnel of Pan American World Airways, JFK International Airport,Niew York. Their assistance to the FAA personnel during the time period of thiswork is gratefully appreciated.

-0i

D 1

TABLE OF CONTENTS

Page

INTRODUCTION 1

Purpose 1Background 1Me thodo logy 1

DISCUSSION I

Description of Engine 1Description of Test Procedure 2Description of maintenance Procedures 2Description of Test Cell 2Test Conditions 2Description of Emission Sampling Hardware 2Description of Mobile Emissions Research Facility (MERF) 4Description of MERF Operation 4MERF Operational Procedures 5

RESULTS 5

General Comments 5Results of Baseline Tests (Landing Takeoff Cycle Effects) 7

SUMMARY OF RESULTS 8

CONCLUS IONS 8

REFERENCES 9

APPENDICES

A - Equations for Calculating Emissions Results

B - Raw Engine and Emission Data

C - Fuel Analysis

D - Detailed Description of MERF

E - MERF Test Calibration and Operational Procedure

V,14 1 sas ~ nu

LIST OF ILLUSTRATIONS

Figure Page

1 Quartering View of FAA Emission Measurement Probe 10(Diamond Shaped) Installed on the Exhaust Nozzle of aJT8D-7A Turbofan Engine

2 View Looking Forward--Installation of FAA Emission 11Measurement Probe (Diamond Shaped) Installed on the ExhaustNozzle of a JT8D-7A Turbofan Engine

3 Installed View of FAA Emission Measurement Probe 12Showing Mounting and Support Details

4 The FAA's Mobile Emission Research Facility (MERF) with 13Tow Vehicle

5 Total Emission Characteristics--Carbon Monoxide (CO)-- 14Seven NWA JT8D-7A Engines After Overhaul

6 Total Emission Characteristics--Unburned Hydrocarbons 15(THC)--Seven NWA JT8D-7A Engines After Overhaul

7 Total Emission Characteristics--Oxides of Nitrogen 16(NOx)--Seven NWA JT8D-7A Engines After Overhaul

8 Comparison of JT8D Engine Exhaust Emission Characteristics 17--New Engine Data Versus Overhauled Engine Data

9 Variability in Carbon Monoxide Exhaust Emissions-- 18JT8D-7A Engines

10 Variability in Unburned Hydrocarbon Exhaust Emissions-- 19JT8D-7A Engines

11 Variability in Oxides of Nitrogen Exhaust Emissions-- 20JT8D-7A Engines

vi

LIST OF TABLES

Table Page

I Average Corrected Parameters for Seven Engines 3

2 Test Sequence for JTSD-7A Engines 5

3 Susssary of Maintenance Performed on Pan An 6JTSD-7A Turbofan Engines

4 Sumweery of Ambient Test Conditions 7

5 Average Emission Rate Levels Measured 7

vti

INTRODUCTION enhance that data base required by theFAA so that reasonable and appropriatestandards and retest requirements can be

PURPOSE. prepared.

The objectives of this investigation METHODOLOGY.were to quantify exhaust emission levelsof aircraft turbine engines which had The turbine engine exhaust constituentsundergone extensive maintenance, deter- which were measured included carbonmine the variability of these emission monoxide (CO), carbon dioxide (C02 ),levels, and evaluate to what extent hydrocarbons (THC), oxides of nitrogenthese emission levels were affected by (NOx), and oxygen (02). It wasvarious types of maintenance, determined that three engine types would

be tested: the PWA JT8D-7A, JT9D-7A, andBACKGROUND. the General Electric CF6-50. These

engines were selected on the basis ofIn accordance with the Clean Air Act and their high in-use rate, expected long-the Clean Air Amendments of 1970 term service, and availability of new(reference 1), the Environmental engine emission data. This documentProtection Agency (EPA) in 1973 estab- will report the JT8D-7A test results.lished aircraft turbine engine emissionstandards. The Department of Trans- A contractual effort with Pan Am wasportation and, specifically the Federal initiated wherein they supplied theAviation Administration (FAA), were engine, test cell facilities, supportcharged with promulgating regulations personnel, and necessary engineenforcing these standards. Changes documentation. The FAA provided theto these standards (40 CFR, Part 87) emission measuring equipment and support(reference 2) have been drafted and are personnel for its operation. Sevenbeing evaluated, but there remains a JT8D-7A engine tests were conducted atrequirement to quantify the emission the main Pan Am maintenance facilitylevels of turbine engines throughout located at JFK, Jamaica, New York.their operational life. To meet this These engines were shipped to JFK forrequirement, the emission levels of normal "on condition" maintenance fromnewly manufactured engines have been and Pan Am's Internal German Servicestill are being investigated. Present Division fleet of B727 aircraft locateddata on the effects of "heavy" and "on in Europe.condition" maintenance on turbine engineemission levels are limited. In orderto formulate regulations for control of DISCUSSIONaircraft exhaust emissions and toestablish the requirements forredemonstration of compliance with EPA DESCRIPTION OF ENGINE.standards after initial certification,the FAA must have a firm indication of The PWA JT8D-7A is an axial flow, frontthe effects of such maintenance on turbofan, two-spool engine rated atturbine engine emission levels. 14,000 pounds thrust. A six-stage

low-pressure compressor (N1 ) is drivenThis report provides emission data from by the second-, third-, and fourth-stagePratt and Whitney (PWA) JT8D engines turbines, while a seven-stage high-tested at the Pan American World Airways pressure compressor (N2) is driven by(Pan Am) facilities located at John F. the first-stage turbine. The two-stageKennedy International Airport (JFK), New fan discharges into a full lengthYork. The data herein will further annular duct which permits mixing of the

1

secondary air and primary gas flows in a repair or replacement of any othercommon exhaust nozzle. The combustion parts found to be faulty during asection consists of nine individual maintenance tear-down. Table 3 listscan-annular combustion chambers which the maintenance performed on the enginesincorporate individual dual orifice type prior to testing. Note that most of thefuel nozzles (reference 3). Table I major components have been replaced.lists average corrected engine These engines were airlifted t3 JFK forparameters encountered during testing. major maintenance (overhaul) from

Germany.

All Pan Am JT8D engines are operated to

JT8D-l specifications. The primary DESCRIPTION OF TEST CELL.difference between the two models is:the -7A is thrust rated to 84" F while Pan Am's test cell number I at JFK wasthe -1 is thrust rated to 59" F. The used for all JT8D-7A exhaust emissionengines tested included four JT8D-1 testing. This is a sea level test cellmodels and three JT8D-7 models on the incorporating inlet and exhaust sounddata plates. These engines have been suppression. The only modification tohardware reconfigured to JT8D-7A the test cell was the drilling of arequirements and specifications. 4-inch diameter hole in one wall through

which the emission sample line wasDESCRIPTION OF TEST PROCEDURE. routed. The engine was mounted on a

thrust measuring stand. EngineSince engine performance acceptance instrumentation was typical of thattesting and emission sample testing were required for production engineconducted concurrently, a modified test performance testing. All engine datasequence was adopted which would satisfy were manually recorded and processed.both requirements (table 2).

TEST CONDITIONS.Prior to testing for emissions, theengine was trimmed in accordance with All JT8D-7A engine tests were conductedspecified PWA/Pan Am trim procedures. between November 29, 1978, and February

9, 1979. Table 4 lists the minimum andAfter the engine was trimmed, the power maximum ambient conditions encounteredwas sequentually increased in steps as during testing.shown in table 2. The stabilizationtimes listed in table 2 were required DESCRIPTION OF EMISSION SAMPLINGfor the engine emissions to achieve HARDWARE.equilibrium.

The emission sampling probe utilized forDESCRIPTION OF MAINTENANCE PROCEDURES. JT8D-7A testing is an FAA developed

design (reference 4, and figures 1 andThe Pan Am JT8D-7A engines were 2). Generally, the probe consists of amaintained "on condition." The term "on tube in the shape of a diamond. Eachcondition" refers to a general industry leg of the diamond contains threewide maintenance practice which dictates equally spaced sampling holes of equalan engine is removed from service only diameter. The sampling tube was securedon the condition that maintenance is to a backup structure and positioned onrequired. This differs from the older the exhaust nozzle rim with fourpolicy of removing an engine from equi-spaced clevis mounting pads. Theservice due to the accumulation of time entire structure was secured to theon various rotating components (disc engine using four tensioning rodsrestrictions). "On condition" between the engine frame and a torsionalmaintenance also implies doing the support ring attached to the clevis

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pieces (figure 3). Thermal expansion of The MERF data acquisition system, basedthe exhaust nozzle is taken up by on a Hewlett-Packard 9830B calculator,compression springs incorporated with receives the analyzer outputs andthe tensioning rods. converts this information to actual

emission concentrations which areDESCRIPTION OF MOBILE EMISSIONS RESEARCH printed out after each data point.FACILITY (MERF). Comnunications between the MERF operator

and the engine operator's station isThe MERF, a self contained, sound provided by a David Clark Company modelattenuated, environmentally controlled U3400 utility intercom system.mobile emission measurement laboratorywas used for all JT8D turbine engine A more detailed description of the MERFexhaust emission testing (figure 4). systems may be found in appendix D.Commercially available power was used inlieu of the on-board generators. DESCRIPTION OF MERF OPERATION.Calibration and operating gas cylindersare carried on-board (table D-1). A A multipoint calibration on each rangeheated external sample line transports of the MERF instrumentation isthe emission sample from the probe to accomplished at least 30 days beforethe MERF. Upon entering the MERF, the testing, and each time majoremission sample is routed to the modifications or repairs are performedanalyzers through heated lines. The on the instruments.

CO/CO2 sample is routed through a gasdryer. The CO2 analyzer is a Beckman A detailed startup, calibration, andmodel 864 non-dispersive infrared operation procedure checklist for the

(NDIR) unit calibrated on three ranges MERF is included (appendix E).at 0-5 percent, 0-3 percent and 0-Ipercent full scale. The CO analyzer is The MERF carries a full complement ofa Beckman model 865 NDIR unit calibrated working gases including:on three ranges at 0-1000 parts permillion (ppm) volume, 0-400 ppm and zero gas - 99.999 percent pure0-100 ppm full scale. The THC analyzer nitrogenis a Beckman model 402 flame FID fuel - 40 percent hydrogen -ionization detector unit calibrated on 60 percent heliumfour ranges at 0-10 ppm, 0-50 ppm, 0-100 (less than 1 ppm THC)ppm and 0-500 ppm propane (C 3 H8 ). FID air - hydrocarbon free (lessThis analyzer has been modified to than 0.1 ppm THC)improve its operation. These 951 Hx ozonator - 100 percentmodifications are described in detail in oxygenreference 5. The NOx analyzer is aBeckman model 951Hx atmospheric All calibration gases are carried inpressure, heated, chemilluminescent treated aluminum cylinders. CO/C0 2 /analyzer calibrated on five ranges at C 3 H 8 / 0 2 /N 2 are carried as multi-0-10 ppm, 0-25 ppm, 0-100 ppm, 0-250 ppm component mixtures in a single cylinder.and 0-1000 ppm full scale. The 02 All calibration gases have a blendanalyzer is a Beckman model OM-I tolerance of +0/-5 percent, analyticalmedical unit with a polarographic accuracy of *1 percent of true valuesensor. The advanced sensor and for concentrations greater than 100 ppmamplification system combine to make and ±2 percent of true value forthis analyzer an extremely fast concentrations less than 100 ppm.responding and highly accurate Before a new calibration gas is placedinstrument. It is calibrated up to 20.9 into operation it is compared to thepercent oxygen. existing calibration curves and

National Bureau of Standards (NBS),

4

TABLE 2. TEST SEQUENCE FOR JT8D-7A ENGINES

EnginePressure Stabilization

Node Power Ratio %Power Time (min)

1 Idle Out 20

2 Approach 1.25 30 10

3 Intermediate 1.50 60 5

4 Maximum Cruise 1.65 70 5

5 Maximum Exc. 1.79 85 5Takeoff

6 Takeoff 1.98 100 5

7 Idle In 20

Standard Reference Material (SRM) gases. emission sampling runs were conductedAll NBS/SRM bottles are less than I year concurrently.old.

The sample probe was attached to the

MERF OPERATIONAL PROCEDURES. exhaust nozzle before the engine wasmounted in the test cell. After

Prior to the start of actual testing for mounting, the sample line was connectedemissions on the JT8D-7A engine, concern between the probe and the MERF andwas expressed by the contractor that the allowed to come up to 300*F. The MERFinstallation of the sample probe on the instrumentation was calibrated prior toengine exhaust nozzle would create engine start and again at the conclusionperformance shifts. The magnitude of of the test. During all engine startsthis performance shift was examined by and shutdowns, the sample line wasthe FAA (reference 4). It was reverse flushed with nitrogen gas todetermined that apart from the actual preclude any fuel from entering theprobe size (frontal area exposed to the sample train.airstream), the axial downstream probelocation was a primary factor affectingthe magnitude of the performance shift. RESULTSThe axial probe location, 7 inchesdownstream of the vertical plane of thenozzle, was chosen prior to testing. It GENERAL COMMENTS.has been shown that this probe locationprovides a representative emission Aircraft gas turbine engine emissionsample for all species and has a minimal tests were conducted to provide theeffect on engine performance. Two following categories of data:calibration engine runs were conductedwith and without the probe. The per- 1. Baseline data for each power modeformance shift was minimal and specified in the Landing Takeoff (LTO)acceptable to the contractor. test cycle.Subsequently, all engine acceptance and

5

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TABLE 4. SUMMARY OF AMBIENT TEST CONDITIONS

Compressor Compressor

Inlet Temperature Inlet Pressure

T.2-F) (Pr?-in/Hg) Dew Point (Grains H01/b,.)

Minumum 17 29.60 5

maximum 42 30.56 20

TABLE 5. AVERAGE EMISSION RATE LEVELS MEASURED

Idle Out (0) Takeoff (iOO ) (p1) Climb (85) (Oi) Approach (0Z) (a,) Idle I (oI)

0O (LB/lR) 30.99 (3.66) 9.74 (2.1) 9.49 (2.5) 19.69 (5.22) 32.25 (2.85)

THC (is/W I) 8.92 (1.27) 3.17 (0.71) 3.42 (0.76) 3.80 (1.57) 8.80 (1.01)

POX (a/Hi) 3.64 (1.29) 156.81 (11.06) 111.03 (11.91) 16.79 (3.97) 3.27 (1.33)

where 01 - standard deviation.

2. Maintenance and overhaul data to the Pan Am JT8D-7A engines tested as a

evaluate the effects of engine recon- function of the EPA standard in terms of

ditioning work on exhaust emission percent of standard. The average

levels, emission rate (ER) data that were

utilized to develop the "average of

RESULTS OF BASE LINE TESTS (LTO CYCLE seven engines" in figures 5, 6, and 7

EFFECTS). are tabulated in summary form intable 5.

Based on an analysis of the factors

affecting gas turbine engine emissions The data from the overhauled engines are

(i.e., time in mode, ambient conditions, also compared to new JT8D-9 engine data

exhaust fuel/air ratio), it can be shown (reference 6) which were obtained by the

that the mode conditions having the FAA from the EPA. The new data were

greatest influence on the gross provided to the EPA by PWA. Both the

pollutant levels produced by the new engine data and the overhauled

combustion process are idle and approach engine data were measured using JT8D

with regard to carbon monoxide (CO) and engines. The comparison of the

total hydrocarbons THC while the takeoff emissions characteristics is shown

and climb modes produce the highest in figure 8. From the figure it can be

NO, (table 5). seen that the mid-points of the maximumand minimum values for each emission

Figures 5, 6, and 7 present baseline species (i.e., new engine CO mid-point

data in bargraph form. These figures versus overhauled engine CO mid-point)

compare the total amiss ion are approximately the same. The data

characteristics (EPA parameter) of all scatter was generally uniform between

7

the maximum and minimum values. Maximum include the time required to install andand minimum values were shown in this remove the test probe and make thefigure (in lieu of one standard necessary hook-up of the probe sampledeviation variability) because the line to the MERF. The test run, itself,Federal Register states that all engines should not take more than one to one andmust meet the standard. It can be seen a half hours and should follow thethat the mid-points of all the species basic format of the landing take offexceed the Federal limit. THC exceeds (LTO) cycle described herein.the Federal limit by over 500 percent,CO by over 225 percent, and NOx by 200percent. Both sets of bargraphs show an SUMMARY OF RESULTSoverlapping trend which indicates thatthe two sets of data are generallysimilar and exhibit output levels which 1. The seven JT8D-7A aircraft gasare in reasonable agreement. The new turbine engines tested under thisengine data show a greater spread in the project did not meet the EPA standards.total hydrocarbon pollutant because (1)the PWA engine test data represent a 2. The variability of the CO and NOxdata base measured from a greater number emission data produced by the seven JT8Dof engines, and (2) THC measurement engines under this project is similar totechnology was not as well developed (as the variability measured by PWA in newit is currently) when the data for the production engines. However, the newnew engines, that were utilized in this engine THC variability was significantlyreport, were collected. The FAA data greater than the overhauled engines.measured at the Pan Am, New Yorkfacility, and using Pan Am overhauled 3. Satisfactory data can be measured byengines represent a data base derived using the test procedures, instrumen-from seven engines. tation, and equipment defined by this

report.Figures 9, 10, and 11 provide additionaldata presentations in terms of EmissionIndices (EI). They also illustrate the CONCLUSIONSconsiderable data scatter at the idlepower condition (approximately 7,000 rpmon N2 ) for the CO and THC species. The following conclusions are based on

the testing accomplished with the Pan AmIn conclusion, it can be noted that the owned JT8D-7A aircraft gas turbineseven Pan Am JT8D-7A engines tested and engines.evaluated under this project work effortdid not meet the EPA engine standard 1. Data variability in the measurement(reference 1). However, the data do of aircraft gas turbine engine exhaustshow that overhauled engines of the type emissions between new production andtested produce emission levels which are overhauled engines appears to be verysimilar and comparable to the emission similar.levels of new engines. Spot checkscould readily be made at periodic 2. If an engine is properly overhauledintervals using equipment, instrumen- the emission levels produced by thattation, and test procedures defined and engine should be at an output level thatdescribed in this report. A spot check is comparable to a newly manufacturedtest of an engine should not take more engine.than 2 to 3 hours (maximum). This would

8

REFERENCES 4. Slumber, G. R., Emission SamgleProbe Investigation ofaMxdFlowJT8D-11 Turbofan Entine, FAA Technical

1. Clean Air Amendments of 1970, Public -Report FA-A-RD-77-17 5, July 1978.Law 91-604, 91st Congress, H.R. 17255,December 31, 1970. S. Aircraft Piston Saline Exhaust

Emissions Symposium, Nat'ional2. Control of Air Pollution from- Aeronautics and Space AdministrationAircraft and Aircraft Engines, Federal Publication NASA CP-2005, SeptemberRegister, Volume 38, Number 136, Part 1976.II, July 17, 1973.

6. Letter of Transmittal from Pratt and3. JTSD Commercial Turbofan Engine Whitney Aircraft to EnvironmentalInstallation Handbook, Pratt and Whitney Protection Agency, May 20, 1972,Aircraft, December 1960, Revised Attachments 1, 2, and 3.September 1971.

9

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FIGURE 3. INSTALLED VIEW OF FAA EMISSION MEASUREMENT PROBE S11OWING MOUNTINGAND SUPPORT DETAILS

12

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FIGURE 4. THE FAA's MOBILE EMISSION RESEARCH FACILITY CMERF) WITH TOW VEHICLE

NOTES:1. ENGINE NO. 3 WAS

OPERATED WITH A HIGHIDLE SETTING.

2. THE AVERAGE TOTAL TIMEDEVIATION (36. 0) PER ENGINE WAS

19,.000 HRS.AVERAGE OF SEVENENGINES _QTHPOUGH®D

300

(258)

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NOTES:1. ENGINE NO. 3 WAS OPERATED

WITH A HIGH IDLE SETTING.

2. THE AVERAGE TOTAL TIME PERENGINE WAS 19,000 HRS.

1DEVIATION (47. 0)

VERAGE OF SEVEN

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NOTES:1. ENGINE NO. 3 WAS OPERATED

WITH A HIGH IDLE SETTING

2. THE AVERAGE TOTAL TIME PERENGINE WAS 19,000 HRS.

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FIGURE 7. TOTAL EMISSION CHARACTERISTICS--OXIDES OF NITROGEN(NOX)--SEVEN NWA JT8D-7A ENGINES AFTER OVERHAUL

16

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20

APPENDIX A

EQUATIONS FOR CALCULATING EMISSIONS RESULTS

Equations for Calculating Weight of Emissions: These equations use fuel consump-tion data and emissi1onconcentration values that are expressed on either vet(actual) or dry basis of measurement. However, within any one equation, the basesof measurement must be consistent for all species.

M CO FICO - 410ER

CCO CO CO--T( H)10 4 2 10 4

C4F

ER 20HC CO 4+ C02+

10 10

K2 E4ER =10

NOx(as NO2 ) (M H +- am* COC H 10 4 2 104

where ER *Emission Rate

A-1

IMME.EU

APPENDIX B

RAW ENGINE AND EMISSION DATA

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B-7

APPENDIX C

FUEL ANALYSIS

Fourth Quarter 1978

ITF A (FN 72)Min. Avg. Max.

Acidity (mg. KOB/gm)Total 0.001 0.003 0.005Inorganic -- NIL --

Appearance CLEAR AND BRIGHTAromatics, Vol. Z 17 19 20*Color, Saybolt 19 26 30Corrosion - Copper Strip, 2 hr. Q 212" P -- J-1 --

Distillation10 Evaporated, *F 356 372 386201 Evaporated, *F 375 382 40250Z Evaporated, *F 412 425 436901 Evaporated, *F 454 474 48695% Evaporated, *F 466 485 498Final Boiling Point, *F 488 500 528Residue, Vol. % 1.0 1.0 1.0Loss, Vol. % 1.0 1.0 1.0

Flash Point, *F 108 118 124Freezing Point, *F (-43) (-47) (-53)Gravity, 'API 40.5 42.7 45.0

Gum Content - g./lOOml.A c c e l e r a t e d ... ..Existent 0.3 0.5 0.7

Heat of Combustion, NetBTU/Ib. 18470 18485 18515BTU/U.S. Gal.

Luminometer Number 45 47 50Naphthalene Hydrocarbons, Vol. 1 -- -- --

Olefins, Vol. % 0.3 0.5 0.9Pour Point, *F .. .. ..

S m o k e P o i n t , m e ... .. .

Sulphur Content, Wt. 1Mercaptan 0.001 0.002 0.003Total 0.10 0.13 0.18

Thermal Stability @ 300/400' FChange in Pressure Drop in 5 Hr.., "Hg" 0.3 0.5 1.0Preheater Deposits 0 0 0

Viscosity, Centistokes (Kinematic)*l -F -@ -30" F 8.8 10.7 12.5

Water InteractionMI. Change 0.5 0.5 0.5Rating of Fuel Interface I-B I-B 1-3

W.S.I.M. 92 96 98

C-l.

FUEL ANALYSIS

First Quarter 1979

Grade & Formula No. ETF A (FN 72)Min. Avg. Max.

Acidity (as. KOH/son)

Total 0.003 0.006 0.011Inorganic -- Nil --

Appearance CLEAR AND BRIGHTAromatics, Vol. Z 16 18 20*

Color, Saybolt 18 21 28Corrosion - Copper Strip, 2 hr. 8 212" F -- J-1 --

Distillation1OZ Evaporated, 'F 348 355 369202 Evaporated, "F 363 369 378502 Evaporated, *F 412 415 422901 Evaporated, "F 470 478 488952 Evaporated, "F 478 490 504Final Soiling Point, 'F 500 512 528Residue, Vol. 2 1.0 1.0 1.0Lose, Vol. 2 1.0 1.0 1.0

Flash Point, 'F 108 116 126Freezing Point, "F (-42) (-48) (-60)Gravity, 'API 40.0 42.0 44.6

Gum Content - ing./100 ml.A c c e l e r a t e d ... ..Existent 0.2 0.4 0.8

Heat of Combustion, NetBTU/Ib. 18465 18480 18510B T U / U .S . G a l . - .. .. .

Luminometer Number 45 48 53Naphthalene Hydrocarbons, Vol. 2 -- --

Olefins, Vol. 2 0.2 0.3 0.6P o u r P o i n t , F ... .. .Sm oke Po in t , mm ...F..

Sulfur Content, Wt. %Mercaptan 0.001 0.002 0.004Total 0.07 0.13 0.18

Thermal Stability @ 300/400' FChange in Pressure Drop in 5 Hrs., "Hg" 0.4 0.5 0.9Preheater Deposits 0 0 0

Viscosity Centistokes (Kinematic)@ 0- F@ -30' F 8.65 10.80 12.20

Water InteractionMI. Change 0.5 0.5 0.5Rating of Fuel Interface I-B I-B I-B

W.S.I.M. 90 94 98

C-2

APPENDIX D

DETAILED DESCRIPTION OF MERF

! I

LIST OF ILLUSTRATIONS

APPENDIX D

Figure Page

D-1 Rear of HER? Panel D-5

D-2 Gas Analyzers in the MER? Operators Compartment D-6

D-3 MER? Bottle Compartment --Operating/Reference Gas D-7

D-4 Part of HER? Data Acquisition System D- 8

D-i

DETAILED DESCRIPTION OF MERF.

The MERF trailer is a specially designed, transportable, self-contained environmentfor emission measuring equipment and personnel. The unit is approximately 8 feetwide, 21 feet long, and 12 feet high. The walls, floors, and ceilings containhigh- and low-frequency sound absorbing materials. Access to the operator's areais through two double doorways.

The calibration and operating gas bottle compartment is accessed through two singledoors in the front of the trailer. External left and right side generator hatches

allow for access to each on-board generator. The air-conditioning unit is mountedon the rear outside wall of the trailer.

Commercially available electrical power is the primary supply for the unit. Asecondary electrical supply system consists of two on-board, engine-drivengenerators which allow for complete remote site operation in areas where commercialpower is unavailable. The two engine-driven generator sets include one ONANfour-cylinder, four-cycle, air cooled, 12.5 kilowatt (kW), JC series unit; and oneONAN two-cylinder, four-cycle, air cooled, 7.5 kW, JB series unit. The powerrequirements are 220 or 208 volts V), alternating current, single phase, 40

amperes 60 hertz. Internal to external and vice-versa power switching is performedmanually. The 7.5 kW generator output feeds six circuits which are used for theanalyzers, gas dryer, and switch panel power. The 12.5-kW generator output alsofeeds six circuits which connect to high amperage devices such as the airconditioner, heated sample lines, and heated enclosures.

The MERF environmental system consists of a Westinghouse, two-ton, "Whispair" modelUBO 36 kW air-conditioning package and two Orbit 220 V electrical baseboardheaters. The air-conditioner is thermostatically controlled. The baseboardheating unit in the operator area are rated at 2 kW and also thermostaticallycontrolled. The bottle compartment heater is rated at 1 kW and has an integralthermos tat.

The emission sampling systems may be further subdivided into the sample handlingtrain, bottled gases, recorders, analyzers, smoke unit, and exhaust manifold. The

sample handling train consists of the external (to the trailer) sample line,internal high temperature electrical resistance heated lines, high-temperatureheated enclosure, gas dryer, internal low-temperature electrical resistance heatedlines, and the low-temperature heated enclosure (see figure D-).

The external sample line is a Technical Heater, carbon impregnated teflon, steelbraided, double insulated, heated line with abrasion resistant covering. Theheating element generates 60 watts (M) per lineal foot at 220 V. A built-in ANSItype J thermocouple controls and monitors the temperature. Either a 50-foot or80-foot sample line may be used. For attachment to the MERF, the sample line uses

two connectors, one for power and one for temperature monitoring and control. Astainless steel straight through quick connect is used for the tube connector.

The internal high-temperature electrical resistance heated lines are constructedusing type 304 stainless steel tubing with 0.250-inch outside diameter and

0.028-inch wall thickness. Teflon port connectors are used to insulate the tubingfrom the nonresistance heated elements of the system. Each line incorporates a

thermocouple to monitor and control the wall temperature. A temperature controller

operates a variac as the lines are electrically resistance heated. The variac

D-l

-7

supplies a separate high-current isolation transformer which outputs approximately5 V to the tubing. Electrical connections to the tubing are made through standard316 stainless steel Swagelok unions, elbows, etc., to which a bolt has been silversoldered.

The high-temperature heated enclosure is an insulated box in which a pump, filter,valves, and strip heaters are located. The pump is a Metal Bellows, high tempera-ture, model MB-158 unit. The filter is a one-micron, removable cartridge, non-bypassing type. The sample/room air valve is a four-port ball type with an airoperator. The flame ionization detector (FID) sample valve is a two-port normallyopen solenoid operated valve. Three strip heaters of 250 W each were used to heatthe box. A door on the box allows access to the filters and other internalcomponents for inspection or servicing. A type 3 thermocouple monitors airtemperature in the box and also operates a temperature controller for the stripheaters.

The low-temperature electrical resistance heated lines are constructed similar tothe high-temperature lines; however, a variac is not used. The low-temperatureheated enclosure consists of an insulated box, a Metal Bellows model NB-158 pump,two electrical strip heaters, 1 micron scintered metal type filters, solenoidvalves and three fine metering valves. The box has removable top and sides forcomponent servicing and a terminal strip for electrical connections. The finemetering valves are used to adjust the flow to all the analyzers except theBeckman model 402. The three-way solenoid valves are used to select the spangases and the gas dryer (wet or dry) mode. The sample port position of the valvesis normally open.

The gas dryer is a Hankison, series E, compressed air dryer, model E-2 CSS. TheCO-CO2 sample may be routed through the dryer before being analyzed. Whetherthe dryer is selected or not, all bypassed sample flow is dried.

The MERF cylinder compartment contains 10 regulated cylinders for operating theanalyzers. Seven cylinders contain reference gases for interpreting instrumentresponse. The other three cylinders contain analyzer operating gases. Three ofthe reference cylinders contain mixed span gases of carbon monoxide (CO) carbondioxide (CO2), propane (C3H8 ), and Nitrogen (N2) balance. The highest concen-tration cylinder also contains oxygen (02) (table D-l). The three other referencegases are nitric oxide (NO) in various concentrations. Nitrogen is used to zeroall analyzers. In the Beckman 402 the flame is sustained by a hydrogen/heliummixture (FID fuel), and hydrocarbon free air (FID air). Oxygen is used for ozonegeneration in the Beckman 951 Hx. All gases are electrically selected from theswitch panel at the operator's station (figure D-2).

Five gas analyzers are mounted on a vibration dampened panel in the operator'sarea. The analyzers are connected through valves and tubing to the sample handlingtrain, bottled gases, and the exhaust manifold (figure D-3).

The CO2 analyzer is a Beckman model 864 nondispersive infrared unit. The CO2concentration is determined by the differential measurement of the absorption ofinfrared energy between a reference cell and the sample cell. It is ranged 0-5percent, 0-3 percent, and 0-1 percent by volume. The CO analyzer is a Beckmanmodel 865 nondispersive infrared unit. This unit is similar to the 864 except thatthe sample and reference cells are considerably longer, thereby sampling a greater

D-2

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D-3

vi

volume and increasing the sensitivity to much lower concentrations. It is ranged0-1000 parts per million (ppm), 0-400 ppm, and 0-100 ppm by volume.

The total hydrocarbon (THC) analyzer is a Beckman model 402 FID. The THC concen-tration is determined by passing a sample through a hydrogen flame in which acomplex ionization process charges polarized electrodes proportional to the rateat which carbon atoms enter the burner. For the purposes of this testing, it isranged 0-10 ppm, 0-50 ppm, 0-100 ppm, and 0-500 ppm propane by volume. The model402 is modified for linear operation at very high THC concentrations to improve itsrepeatability. Modifications to this analyzer are described in detail in refer-ence 5. A metering valve was also installed downstream of the filter to controlall flow in the analyzer from the front panel. A replacement temperature controllerand thermocouple were also installed to decrease its temperature cyclingcharacteristics.

The oxides of nitrogen NOx are measured by a Beckman model 951 Hx, atmosphericpressure, heated, chemilluminescent analyzer. The NO concentration is determinedby the reaction of nitric oxide and ozone. The light emitted is proportional tothe NO concentration. The NOx can be measured by converting nitrogen dioxide(NO2 ) to NO in a thermal converter then routing it to the reaction chamber. Theanalyzer is ranged 0-10 ppm, 0-25 ppm, 0-100 ppm, 0-250 ppm, and 0-1000 ppm byvolume.

The 02 analyzer is a Beckman model OH-1l with a polarographic sensor. An advancedsensor and amplification system combine to make this analyzer an extremely fastresponding and highly accurate instrument. The 02 concentration is determined bya polarized voltage applied between two electrodes behind a permeable membranewhich allows the diffusion of oxygen. This produces a current flow directlyproportional to the oxygen partial pressure to which the sensor is exposed. The02 pick-up head receives the sample from the outlet of the CO2 analyzer.

The emission system exhaust manifold provides a slightly lower than atmosphericpressure environment into which is routed the analyzer exhausts and the bypassedsample flow. The manifold routes the flow under the floor into the bottle compart-ment exhaust fan where dilution and discharge into the air occur.

Three Beckman model 8720-2-03, dual channel, dry stylus strip chart recorders areused to continuously monitor CO, C02 , THC, NOx, and 02 outputs. The recordersare used only as a visual assurance of stabilized emission levels prior to dataacquisition.

The MERF data acquisition system includes a H-P 9830A calculator, 9866A thermalprinter, 3495A scanner, 3490A multimeter, 9865A cassette memory, and a 9868Ainput/output expander. The analyzer outputs, ranges and gas solenoid valvepositions are electrically routed to the scanner. The data acquisition programuses this information to compute concentrations, store the data on tape, and outputhard copy for each data point taken (figure D-4).

The communications system is a David Clark model U3400 utility intercom system. Itconsists of an amplifier/power supply, junction boxes, extension cords, beltstations and headsets. Inside the MERF are connections for three belt stations/headsets. An additional connection is reserved for external hookup to the MERF,but with junction boxes and extension cords, one may place as many as 30 headsetson the line at distances of up to 2,000 feet. All headsets attenuate outside noiseup to 90 dB and are wired for 600 ohm operation.

D-4

FIGURE D-1. REAR OF MLRF PANEL

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APPENDIX E

HERF TEST CALIBRATION AND OPERATIONAL PROCEDURE

1. Connect sample line

2. Change FID filter

3. Turn on heater control circuit breaker

4. Turn on FID heat controller

5. Turn on data acquisition system power

6. Turn on all gas bottles

7. Turn on cylinder room fan

8. Log bottle pressure (at end of test)Note: Change gas bottles at 200 psi, enter change on "MERF calibration

data" tape.

9. Verify heater controls are set properlyHigh temperature lines - 300'FHigh temperature box - 300°F

Sample line - 320*FLow temperature lines - 150*FLow temperature box - 150°FFID oven - 3000 F

10. Set Sensotec pressure selector to "TEST", set indicator balance and span

11. Set pressure selector to FID

12. Switch Panel:

A. Turn on dryerB. Select wet or dryC. Open drain for 3 secondsD. Turn on ozoneE. Select purge/room air

13. Data Acquisition System Startup

A. Insert "HERF Operation Programs" into primary tape driveB. Insert "MERF Calibration Data" into No. 3 tape driveC. Key in "Load 2 Execute", then "Run Execute"D. Follow instructions to "Input Rdg. I.D."

14. Switch Panel:

A. Turn on fuel and air to FID

E-I

15. 951 H. Analyzer:

A. Turn on ozonatorB. Select span

16. 402 Analyzer:

A. Select "override"B. Set fuel and air pressure to "start"C. Depress ignitor; hold until flame-out indicator goes offD. Select "normal"E. Do not increase air pressure at this time

17. 864 Analyzer:

A. Select "tune"B. Verify correct oscillator tuning of 40

18. 865 Analyzer:

A. Select "tune"B. Verify correct analyzer tuning of 40

19. Turn on chopper motor switch

20. 402 Analyzer:

A.Increase fuel and air pressure to normal settings

21. OH-11 Analyzer:

A. Depress "operate"

22. Perform leak checkA. Open dryer drain for 3 seconds

23. Shut off pumps

24. Analyzer standardization:

A. Determine next calibration number by checking previous day's data inlog book or "TLIST" zero/span check tape

B. Key calibration I.D. numberC. Select zero gas to all analyzersD. Select most sensitive ranges usedE. Adjust flows and pressuresF. Use calculator keys to set zeroG. Select least sensitive rangesH. Select HI span to all analyzersI. Adjust flows and pressuresJ. Use calculator keys to set spanK. Select zero gasL. Select most sensitive ranges usedM. Recheck zero settings

9-2

N. Record zero data (continue program)0. Select least sensitive rangeP. Record dataQ. Select HI spanR. StabilizeS. Record dataT. Select MID spanU. StabilizeV. Record dataW. Select MID range

X. StabilizeY. Record dataZ. Select LO span

AA. StabilizeBB. Record data

CC. Select LO rangeDD. StabilizeEE. Record data

FF. Select room air/probe purgeGG. StabilizeHH. Record data

25. Prior to engine start:

A. Pumps off

B. Select probe purge/room air

C. Turn on nitrogen gas purge and adjust to 5 psi

26. After engine start:

A. Turn off purgeB. Pump on

C. Select proper range for engine power (response greater than 40 percent

full-scale on all analyzers, if possible)

D. Select sampleE. Verify correct flows and pressuresF. Verify proper system operation

G. Check temperaturesH. Select room air

27. Sampling:

A. Select sample I minute before end of engine stabilization periodB. Select proper ranges for engine powerC. Key in proper "Reading I.D."D. Verify correct analyzer flow and pressure

E. Verify correct 402 analyzer auxiliary range settingF. Verify correft 951 R. analyzer mode

C. Verify data acquisition system is flashing "STAND BY"

H. At test engineer's signal select sample on data acquisition systemfor I minute

z-3

I. Switch off data acquisitionJ. Allow time for data to store on tapesK. Select room air

28. Analyzer Restandardization:(At least once per test sequence or every 30 minutes, whichever issooner, all analyzers must be restandardized.)

A. Key in next calibration I.D. numberB. Select zero gas to all analyzersC. Select most sensitive range usedD. Adjust flows and pressuresE. Record dataF. If any data is greater than 2 percent off of target, use keys to reset

zeroC. Key in next calibration I.D. numberH. Record adjusted dataI. Select least sensitive rangeJ. Select HI span gasK. Adjust flows and pressuresL. Record dataN. If any data is greater than 2 percent off of target, use keys to reset

spanN. Key in calibration I.D. number0. Record adjusted dataP. Set up for sampling (see step 27)

z-4