Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 6590

b) The quality of the measurements for each pollutant will be determined through a comparison with measurements of CO2 using the correlation coefficient: Values of ri which are near to 1 indicate that measurements taken over the entire sampling period are sufficiently stable and that the curves are gaussian. In the event that ri is less than 0.95, measurements must be repeated in a sampling plane located at a more remote distance from the aircraft engine. The measurement process, per se, is then followed by the same calculations and the same demonstration as previously. 7.1.3 Basic parameters For the measurements at each engine operating mode the average concentration for each gaseous species is estimated as shown in 7.1.2, any necessary corrections for dry sample measurement and/or interferences having been made as indicated in Attachment E to this appendix. These average concentrations are used to compute the following basic parameters: EI(CO) = (1 + T(P0/m)) EI(HC) = (1 + T(P0/m)) (1 + T(P0/m)) Air/fuel ratio = (P0/m) where and MAIR molecular mass of dry air = 28.966 g or, where appropriate, = (32 R + 28.156 4 S + 44.011 T) g MHC molecular mass of exhaust hydrocarbons, taken as CH4 = 16.043 g MCO molecular mass of CO = 28.011 g MNO2 molecular mass of NO2 = 46.088 g MC atomic mass of carbon = 12.011 g MH atomic mass of hydrogen = 1.008 g R concentration of O2 in dry air, by volume = 0.209 5 normally S concentration of N2 + rare gases in dry air, by volume = 0.709 2 normally T concentration of CO2 in dry air, by volume = 0.000 3 normally [HC] mean concentration of exhaust hydrocarbons vol/vol, wet, expressed as carbon [CO] mean concentration of CO vol/vol, wet [CO2] mean concentration of CO2 vol/vol, wet [NOx] mean concentration of NOx vol/vol, wet = [NO + NO2] [NO] mean concentration of NO in exhaust sample, vol/vol, wet EIp (emission index = mass of p produced in g for component p) mass of fuel used in kg Ci moy Ci j j = n ∑ = j = n ∑ ri n CijCO2 j Cij CO2j j = n ∑ j = n ∑ – j = n ∑ n CO2j ( ) CO2j j = n ∑      2 – j = n ∑       n Cij2 Cij j = n ∑      2 – j = n ∑             -------------------------------------------------------------------------------------------------------------------------------------------------------------- = √ P0/m = 2Z – (n/m) 4(1 + h – TZ/2) Z = 2 – [CO] – (|2/x| – |y/2x|) [HC} + [NO2] [CO2] + [CO] + [HC] CO [ ] CO2 [ ] CO [ ] HC [ ] + + --------------------------------------------------------     103MCO MC n m ⁄ ( )MH + ----------------------------------------         HC [ ] CO2 [ ] CO [ ] HC [ ] + + --------------------------------------------------------     103MHC MC n m ⁄ ( )MH + ----------------------------------------       NOx [ ] CO2 [ ] CO [ ] HC [ ] + + --------------------------------------------------------       103MNO2 MC n m ⁄ ( )MH + ----------------------------------------         MAIR MC n m ⁄ ( )MH + --------------------------------------     EI(NOx) (as NO2) = 2007/70/II. szám Appendix 5 Annex 16 — Environmental Protection 11/11/93 [NO2] mean concentration of NO2 in exhaust sample, vol/vol, wet = [NOx]c mean concentration of NO in exhaust sample after passing through the NO2/NO converter, vol/vol, wet h efficiency of NO2/NO converter h humidity of ambient air, vol water/vol dry air m number of C atoms in characteristic fuel molecule n number of H atoms in characteristic fuel molecule x number of C atoms in characteristic exhaust hydrocarbon molecule y number of H atoms in characteristic exhaust hydrocarbon molecule The value of n/m, the ratio of the atomic hydrogen to atomic carbon of fuel used, is evaluated by fuel type analysis. The ambient air humidity, h, shall be measured at each set condition. In the absence of contrary evidence as to the characterization (x,y) of the exhaust hydrocarbons, the values x = 1, y = 4 are to be used. If dry or semi-dry CO and CO2 measurements are to be used then these shall first be converted to the equivalent wet concentrations as shown in Attachment E to this appendix, which also contains interference correction formulas for use as required. Note.— The procedure given in 7.1.4 and 7.2 is only applicable to tests made when afterburning is not used. For tests when afterburning is used, a similar procedure could be used after approval by the certificating authority. 7.1.4 Correction of emission indices to reference conditions Corrections shall be made to the measured engine emission indices for all pollutants in all relevant engine operating modes to account for deviations from the reference conditions (ISA at sea level) of the actual test inlet air conditions of temperature and pressure. The reference value for humidity shall be 0.00634 kg water/kg dry air. Thus, EI corrected = K × EI measured, where the generalized expression for K is: K = (PBref/PB)a ì (FARref/FARB)b ì exp (|TBref – TB|/c) ì exp (d|h – 0.00634|) PB Combustor inlet pressure, measured TB Combustor inlet temperature, measured FARB Fuel/air ratio in the combustor h Ambient air humidity Pref ISA sea level pressure Tref ISA sea level temperature PBref Pressure at the combustor inlet of the engine tested (or the reference engine if the data is corrected to a reference engine) associated with TB under ISA sea level conditions. TBref Temperature at the combustor inlet under ISA sea level conditions for the engine tested (or the reference engine if the data is to be corrected to a reference engine). This temperature is the temperature associated with each thrust level specified for each mode. FARref Fuel/air ratio in the combustor under ISA sea level conditions for the engine tested (or the reference engine if the data is to be corrected to a reference engine). a,b,c,d Specific constants which may vary for each pollutant and each engine type. The combustor inlet parameters shall preferably be measured but may be calculated from ambient conditions by appropriate formulas. 7.1.5 Using the recommended curve fitting technique to relate emission indices to combustor inlet temperature effectively eliminates the exp (|TBref – TB|/c) term from the generalized equation and for most cases the (FARref /FARB) term may be considered unity. For the emissions indices of CO and HC many testing facilities have determined that the humidity term is sufficiently close to unity to be eliminated from the expression and that the exponent of the (PBref /PB) term is close to unity. Thus, EI(CO) corrected = EI derived from (PB /PBref)  EI(CO) v. TB curve EI(HC) corrected = EI derived from (PB /PBref)  EI(HC) v. TB curve NOx [ ]c NO [ ] – ( ) h ------------------------------------------ 24/11/05 No. 5 2007/70/II. szám Annex 16 — Environmental Protection Volume II 11/11/93 EI(NOx) corrected = EI derived from EI(NOx) (PBref /PB)0.5 exp (19 | h – 0.00634 | ) v. TB curve If this recommended method for the CO and HC emissions index correction does not provide a satisfactory correlation, an alternative method using parameters derived from component tests may be used. Any other methods used for making corrections to CO, HC and NOx emissions indices shall have the approval of the certificating authority. 7.2 Control parameter functions (Dp, Foo, p) 7.2.1 Definitions Dp The mass of any gaseous pollutant emitted during the reference emissions landing and take-off cycle. Foo The maximum thrust available for take-off under normal operating conditions at ISA sea level static conditions, without the use of water injection, as approved by the applicable certificating authority. p The ratio of the mean total pressure at the last compressor discharge plane of the compressor to the mean total pressure at the compressor entry plane 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 pressure and humidity (as appropriate) to the reference ambient atmospheric conditions as indicated in 7.1.4 and if necessary to the reference engine, shall be obtained for the required LTO engine operating mode settings (n) of idle, approach, climb-out and take-off, at each of the equivalent corrected thrust conditions. A minimum of three test points shall be required to define the idle mode. The following relationships shall be determined for each pollutant:

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