Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 6508

d) recheck zero and calibration points at the end of the test and also at intervals not greater than 1 hour during tests. If either has changed by more than ±2 per cent of range FSD, the test shall be repeated after restoration of the instrument to within its specification. 6.4 Carbon balance check Each test shall include a check that the air/fuel ratio as estimated from the integrated sample total carbon concentration exclusive of smoke, agrees with the estimate based on engine air/fuel ratio within ±15 per cent for the taxi/ground idle mode, and within 10 per cent for all other modes (see 7.1.2). 7. CALCULATIONS 7.1 Gaseous emissions 7.1.1 General The analytical measurements made shall be the concentrations of the various classes of pollutant, as detected at their respective analysers for the several engine operation modes, and these values shall be reported. In addition, other parameters shall be computed and reported, as follows**. 7.1.2 Basic parameters EI(CO) = (1 + T(P0/m)) EI(HC) = (1 + T(P0/m)) EI(NOx) = (1 + T(P0/m)) (as NO2) Air/fuel ratio = (P0/m) EIp (emission index = mass of p produced in g for component p) mass of fuel used in kg 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 + ---------------------------------------       * Except for the CO2 analyser, for which the value shall be ±100 ppm. ** A more comprehensive and precise alternative methodology which is acceptable is presented in Attachment E to this appendix. 2007/70/II. szám Appendix 3 Annex 16 — Environmental Protection 11/11/93 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 = 46.008 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, 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 [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 K 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 the 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 concentration as shown in Attachment E to this appendix, which also contains interference correction formulas for use as required. 7.1.3 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 u (FARref/FARB)b K u exp (|TBref – TB|/c) u 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 P0/m = 2Z – (n/m) 4(1 + h – _TZ/2_) Z = 2 – [CO] – (_2/x_–_y/2x_) [HC} + [NO2] [CO2] + [CO] + [HC] NOx > @c NO > @ – K ------------------------------------------- 24/11/05 No. 5 2007/70/II. szám Annex 16 — Environmental Protection Volume II 11/11/93 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. 7.1.4 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 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 emission indices shall have the approval of the certificating authority. 7.2 Control parameter functions (Dp, Foo, S) 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. S 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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