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conditions, without the use of water injection, as determine the WJn value corresponding to TE3;
approved by the applicable certificating authority.
The ratio of the mean total pressure at the l&qt d) note the ISA maximum rated thrust and pressure ratio
K
compressor discharge plane of the compressor to the vdues. These are Po, and n: respectively (Figure
mean total pressure at the compressor entry plane 5-3 d));
when the engine is developing take-off thrust rating
at ISA sea level static conditions.
7.2.2 The emission indices (EI) for each pollutant,
corrected for wessure and humidity (as auuro~riate) to the
e) calculate, for each pollutant Dp = Z @I,) (Ws,) (t)
where:
- t time in LTO mode (minutes)
reference arnbkt atmospheric condhions as indicatedin 7.1.4
and if necessarv lo the reference engine, shall be obtained for Wfn fuel mass flow rate (kglmin)
the required L ~ eOng ine operatingmode settings (n) of idle,
approach, climb-out and rake-off, at each of the equivalent
corrected thrust conditions. A minimum of three test points
Z is the summation for the set of modes comprising
the reference LTO cycle.
shall be required to define the idle made. The following
relationships shall be determined for each pollutant: 7.2.4 While the methodology described above is the
a) between EI and T, ; and
recommended method, the certificating authority may accept
equivalent mathematical procedures which utilize
b) betweell W, (engine fuel mass flow rate) and T, ; and mathematical expressions representing the curves illustrated
if the expressions have been derived using an accepted curve
c) between Fn (corrected to ISA sea level -conditions) fitting technique.
and T, (corrected to ISA sea level conditions);
Note.- These are illustrated, for example, by Figure 5-3
a), b) and c).
When the engine being tested is not a "reference" engine,
the data may be corrected to "reference" engine conditions
using the relationships b) and c) obtained from a reference
engine. A reference engine is defined as an engine substantially
configured to the description of the engine to be certificated
and accepted by the certificating authority to be representative
of the engine type for which certification is sought.
7.3 Exceptions to the
proposed procedures
In those cases where the configuration of the engine or other
extenuating conditions exist which would prohibit the use of
this procedure, the certificating authonity, after receiving
satisfactory technical evidence of equivalent resulls obtained
by an alternative procedure, may approve an alternative
procedure.
Appendix 5 Annex I 6 - Environmental Protection
El )'
Wf 4
(Wf") <
(ElnI .<
Lr i .
(TI Ti3 I TI
r
TB
1 I
I
Ia) El v Tg i I b) Wf v TB I
I
,I ---+- - - - - - - - - - - - - - - - - - - I 2
I
F h F A
I
I
(F,)
(Fn) .
L P L
(TI TB ( 0 0 1 ?i
El = EMISSION INDEX
Tg = COMBU$TOR INLET TEMPERATURE
Wf = ENGINE FUEL MASS FLOW RATE
F = ENGINE THRUST * = ENGINE PRESSURE RATIO
Figure 53. Ca1cuIatLon procedure
ATTACHMENT A TO APPENDIX 5. SPECIFICATION
FOR HC ANALYSER
Note.- As outlined in 5.2 of Appendix 5, the measuring g) Response time; shall not exceed 10 seconds from inlet
element in this analyser is the flame ionization detector (FID) of the sample to the analysis system, to the
in whlch the whole or a representative portion of the sample achievement of 90 per cent of the iinal reading.
flow u admitted into a hydrogenzfuelledjlm. With suitably
positioned electrodes an ionization current can be established h) Linearify: response with propane in air shall be linear
which is afitnction of the mass rate of hydrocarbon entering for each range within rt2 per cent of fuII scale,
the jam. It is lhis current which, referred to an appropriate otherwise calibration corrections shall be used.
zero, is amplified und ranged to provide the output response
as a memure of the hydrocurbon concentration expressed as
ppmC equivalent.
2. SYNERGISTIC EFFECTS
1. GENERAL
Precautions: The performance specifications indicated are
generally for analyser full scale. Errors at part scale may be
a significantly greater percentage of reading. The relevance
and importance of such increases shall be considered when
preparing to make measurements. If better performance is
necessary, then appropriate precautions shall be taken.
The instrument to be used shall be such as to maintain the
temperature of the detector and sample-handling components
at a set point temperature within the range 155°C to 165°C to
　
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