1、SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirelyvoluntary, and its applicability and suitability for any particular use, including any patent infringement arising therefro
2、m, is the sole responsibility of the user.”SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions.Copyright 2000 Society of Automotive Engineers, Inc.All rights reserved. Printed in U.S.
3、A.TO PLACE A DOCUMENT ORDER: (724) 776-4970 FAX: (724) 776-0790 SAE WEB ADDRESS: http:/www.sae.org400 Commonwealth Drive, Warrendale, PA 15096-0001AEROSPACE INFORMATION REPORTAIR5301Issued 2000-04Installed Outdoor Engine TestingTABLE OF CONTENTS1. SCOPE .31.1 Introduction31.2 Purpose .32. REFERENCES
4、 .32.1 Applicable Documents.33. TECHNICAL BACKGROUND.54. ADVANTAGES .55. DISADVANTAGES .86. ENGINE TEST CRITERIA126.1 Acceptance Tests 127. AIRCRAFT INSTALLED INSTRUMENTATION SYSTEMS .228. EXISTING GROUND-BASED DATA ACQUISITION/INSTRUMENTATION SYSTEMSFOR ON-THE-WING INSTALLED ENGINE TESTING 259. CAP
5、ABILITIES OF ENGINE ON-BOARD-CONDITION-MONITORING SYSTEMS (EOBCMS) .3310. INSTALLATION EFFECTS ON ENGINE PERFORMANCE.35Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-SAE AIR5301 - 2 -TABLE OF CONTENTS
6、 (Continued)11. PROCEDURES, DATA, EQUIPMENT AND PERSONNEL REQUIRED FORON-THE-WING INSTALLED ENGINE TESTING .3612. IMPACT OF ENGINE MODULARITY ON INSTALLED ENGINE TESTING.4213. CONCLUSIONS42APPENDIX A SEA LEVEL STANDARD DAY CORRECTION EQUATIONS 43FIGURE 1 Engine Test Requirement Flow Chart .6FIGURE 2
7、 Alameda Chocks .10FIGURE 3 Turbulence Control Structure 11FIGURE 4 Example Data Sheet for Turbofan Engine Tests.14FIGURE 5 Example Data Sheet for Turboprop Engine Tests 17FIGURE 6 Example Performance Curve for Turbofan Engine .18FIGURE 7 Example Performance Curve for Turbojet Engine 19FIGURE 8 Exam
8、ple Performance Curve for Turboshaft Engine 20FIGURE 9 Example Performance Curve for Turboprop Engine .21FIGURE 10 Maximum Permissible Wind Speed and Orientation for a Twin Engine Aircraft23FIGURE 11 Maximum Permissible Wind Speed and Orientation for a Four Engine Aircraft24FIGURE 12 Typical Turbofa
9、n/Jet and Turboprop Data Displays32FIGURE 13 Inlet and Exhaust Danger Zones - Takeoff Thrust - Twin Engine Aircraft.38FIGURE 14 Forward Thrust at Takeoff Power Engine Inlet and Exhaust Hazard Areas - Four Engine Aircraft 39FIGURE 15 Turboprop Aircraft Engine, Propeller and Noise Hazard Areas 40FIGUR
10、E 16 Helicopter Main and Tail Rotor and Noise Hazard Areas .41TABLE 1 Advantages of On-The-Wing Engine Testing7TABLE 2 Disadvantages of On-The-Wing Engine Testing.9TABLE 3 Power Plant Test List 13TABLE 4 Typical Design Requirements for Electronic Data Display Systems .26TABLE 5 Typical Flight Line T
11、ester Specifications.31TABLE 6 Typical Engine On-Board-Condition-Monitoring System Parametersfor Ground Testing 34Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-SAE AIR5301 - 3 -1. SCOPE:1.1 Introduct
12、ion:This SAE Aerospace Information Report (AIR) was written because of the growing interest in aircraft installed outdoor engine testing by the Federal Aviation Administration, airlines, charter/commercial operators, cargo carriers, engine manufacturers and overhaul and repair stations. This documen
13、t was developed by a broad cross section of personnel from the aviation industry and government agencies and includes information obtained from a survey of a variety of operators of fixed and rotary wing aircraft and research of aircraft and engine maintenance manuals.1.2 Purpose:This document will
14、provide aircraft operators with an overview of current industry on-the-wing engine test practices including advantages/disadvantages derived, test criteria, capabilities of remote ground based test data acquisition/instrumentation and on board condition monitoring systems, aircraft installation effe
15、cts, and a general discussion of procedures, data, equipment and personnel required to perform safe, accurate, on-the-wing engine tests. This information is provided as a guide to help operators decide to initiate, improve, expand or cease performing installed engine testing.2. REFERENCES:2.1 Applic
16、able Documents:The following publications form a part of this document to the extent specified herein. The latest issue of SAE publications shall apply. The applicable issue of other publications shall be the issue in effect on the date of the purchase order. Nothing in this document supersedes appl
17、icable laws and regulations unless a specific exemption has been obtained.2.1.1 SAE ARP1587, Revision A, Gas Turbine Engine Monitoring System Guide, 1993-04-062.1.2 Boeing 767 AMM 71-00-00, PW 4000 Series Engines, November 10, 19922.1.3 Airbus Industries A320 AMM, CFM, 71-00-00, February 19882.1.4 A
18、irbus Industries A310 AMM 71-00-00, CF6-80C2A Engines2.1.5 McDonnell Douglas DC10-30 AMM 71-00-00, CF6-50C2B Engines2.1.6 Boeing 737-200 AMM 71-00-00, JT8D-9/9a/17a Engines2.1.7 Boeing 747-400 AMM 71-00-00, CF6-80C2B Engines, February 10, 19952.1.8 Airbus Industries A300-600 AMM 71-00-00, CF6-80C En
19、gines, December 1, 1989Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-SAE AIR5301 - 4 -2.1.9 NAVAIR 17-15A-89 Technical Manual, Operating Instruction and Intermediate Maintenance with IPB2.1.10 ISO/TA
20、G4/WG3; June 1992, Guide to Expression of Uncertainty in Measurement2.1.11 SAE AIR1871, Lessons Learned from Developmental and Operational Turbine Engine Monitoring Systems, Issued June 1984, Revised January 19882.1.12 SAE AIR1873, Guide to Limited Engine Monitoring Systems for Aircraft Gas Turbine
21、Engines, Issued May 5, 1988, Reaffirmed and under revisions May 19942.1.13 SAE ARD50002, A Discussion of Standardized Concepts for Condition Monitoring and Performance Analysis Software, Issued November 5, 19922.1.14 SAE AIR4061, Guidelines for Integration of Engine Monitoring Functions with On Boar
22、d Aircraft Systems, Issued August 1, 19902.1.15 SAE AIR1839, A Guide to Aircraft Turbine Engine Vibration Monitoring Systems, Issued October 1986, Revised March 10, 19922.1.16 Naval Air Warfare Center, Aircraft Division, Lakehurst, New Jersey, Jet Engine Test Facility Correlation Report. NAS Sigonel
23、la, Italy, A/F37T-19 Turboprop Jet Engine Test Facility,T56-A-14, T56-A-16, and T56-A-425, Engines2.1.17 Naval Air Warfare Center, Aircraft Division, Lakehurst, New Jersey, Jet Engine Test Facility Correlation Report, MCAS Futema, Japan, A/F37T-19 Turboprop Engine Test Facility,T56-A-16 Engines2.1.1
24、8 Pratt all contributing to increased flight safety (Reference 2.1.1). The advantages listed in Table 1 can be realized if the airframe and engine maintenance manuals on-the-wing-test requirements are met. However, there are also many disadvantages that can be encountered which are addressed in Sect
25、ion 5.Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-SAE AIR5301 - 6 -FIGURE 1 - Engine Test Requirement Flow ChartCopyright SAE International Provided by IHS under license with SAENot for ResaleNo re
26、production or networking permitted without license from IHS-,-SAE AIR5301 - 7 -TABLE 1 - Advantages of On-The-Wing Engine Testing11. May eliminate costs of designing, building, operating and maintaining engine test cells by operators.2. Reduces maintenance man-hours by eliminating the engine test ce
27、ll personnel which results in significant cost savings.3. Reduces fuel costs by eliminating some test cell tests.4. Eliminates the need to resolve differences between uninstalled engine test cell test and on-the-wing engine test results.5. Engines are tested in full QECK flight configuration which p
28、rovides complete propulsion systems integrity checks/assurance.6. Related aircraft systems, i.e., fuel, hydraulic, electrical, APU, etc., are tested.7. Provides the opportunity to compare cockpit, remote ground trim, and on-board-condition-monitoring systems data and increases performance data bases
29、 for each engine tested.8. Enhances engine trend analysis accuracy by providing initial installed engine baseline data.9. Lowers the number of times an engine is handled which reduces the possibility of human error.10. Allows some on-the-wing repairs and test avoiding engine removal and transportati
30、on costs.11. Allows installed engine vibration determination.1 These advantages could be realized provided the airframe/engine manual requirements for installed on-the-wing-testing are met.Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking p
31、ermitted without license from IHS-,-SAE AIR5301 - 8 -5. DISADVANTAGES:Table 2 lists the possible disadvantages of installed engine testing. The large area needed for testing because of intake and exhaust blast hazards may only be a problem with large turbofan/jet aircraft not turboprop aircraft and
32、helicopters. The restraint system may be a significant problem if the operator is operating a variety of aircraft. In most cases the aircraft can be secured by using the aircraft brakes, chain or cable holdbacks and a variety of wheel chocks, some simple, others more complex such as “Alameda Chocks”
33、 used by the U.S. Navy (Figure 2). Noise from ground testing is usually buried in overflight noise but nevertheless must be addressed. Fixed and movable inlet and exhaust noise suppressors or complete acoustic enclosure (Hush House) can be employed to alleviate this problem. Other techniques such as
34、 active noise control might be feasible. With todays quieter engines and noise abatement technology external intake and exhaust noise control is not a major technical problem but more a cost concern. Environmental conditions may occasionally preclude installed testing because of high crosswinds, gro
35、und and atmospheric icing conditions and extremely heavy precipitation. Crosswinds can be overcome by repositioning the aircraft so that the inlets are headed into the wind or using an intake shelter, possibly a combination noise-suppressor-airflow-control shelter. Intake devices/shelters have been
36、used successfully by operators and airframe and engine manufacturers for a number of years. Some engine manufacturers use turbulence control structures (TCS) to reduce crosswind effects which allows accurate uninstalled ground testing in a much wider crosswind envelope. They do not incorporate noise
37、 abatement capabilities. Figure 3 shows a TCS installed on an engine at an outdoor engine test facility. If a cost/benefit analysis is favorable a similar device might be adaptable to wing pylon mounted engines. The requirement for a taxi qualified crew may only be a problem with very large aircraft
38、. Each operator determines the qualifications required to taxi and ground test fixed wing aircraft and many maintenance personnel meet the requirements. Helicopters always are ground tested by pilots because of the potential hazard of ground effect harmonics and the need to fly out of it. The potent
39、ial disadvantages of having to repeat engine runs for adjustments and troubleshooting purposes cannot be eliminated but can be minimized by performing high quality maintenance, repair and test. This also applies to the potential risk of catastrophic failure/fire. However, this risk must undergo thor
40、ough analysis because of the personnel safety and financial impacts of these possible incidents. The disadvantage of less accurate data from cockpit and remote ground-based test data acquisition systems than from test cell systems may no longer be true because of the increased capabilities of these
41、systems. Access to some aircraft systems sensor/pickup mount points or pressure taps and adjustments may be difficult but in many cases can be overcome by the use of remote test/trim panels incorporated in the aircraft.Copyright SAE International Provided by IHS under license with SAENot for ResaleN
42、o reproduction or networking permitted without license from IHS-,-SAE AIR5301 - 9 -TABLE 2 - Disadvantages of On-The-Wing Engine Testing1. Requires large high-power run-up area that is secure, safe, and free from foreign object damage (FOD) hazards.2. Requires large, clear exhaust blast area and may
43、 also require expensive blast deflector.3. Requires a universal high-power restraint system if many different type/model aircraft are operated.4. Generates very high levels of near and far field noise which may result in the need to install noise suppressors.5. Crosswind effects on engines, especial
44、ly fans, will sometimes delay or even preclude engine testing and/or require the use of an inlet airflow turbulence control shelter. Winds within limits may still effect engine performance and must be considered during data recording and analysis.6. Ice/sleet/snow, heavy rainfall will also sometimes
45、 cause delays, increase safety hazards and preclude engine testing.7. Depending on the location of the run-up area, a taxi qualified crew may be required.8. Difficult to perform accurate vibration analysis when different values result from cockpit gage readouts and test cell readouts and because of
46、the influence of the airframe configuration/condition/restraint, i.e., harmonic resonance areas, parts, components, loose or worn parts, tire and landing gear strut inflation, fuel load, etc.9. Takes aircraft out of service and repeat engine troubleshooting runs will increase aircraft out-of-service
47、 time.10. Acquiring accurate fuel flow data is very difficult. Some aircraft/engine fuel systems require adding accurate test flowmeter systems. When this is done, the integrity of the on-board fuel systems is compromised requiring an additional engine run to perform a leak check.11. Lack of capabil
48、ity to measure thrust on a routine basis.12. Helicopter installed engine performance tests must be performed by a rated pilot.13. Risk of major damage to aircraft if uncontained catastrophic engine failure occurs.14. Access to sensor/pickup mounting locations, pressure taps, fuel control, and thrott
49、le adjustments may be limited.15. Direct comparison of on-the-wing and engine test cell test results may be difficult when different data acquisition systems and techniques are used for each test.Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-SAE AIR5301 - 10 -FIGURE 2 - Alameda ChocksCopyright SAE International Provi
