scholarly journals Post-Combustion Evolution of Soot Properties in an Aircraft Engine

2005 ◽  
Author(s):  
Pierre M. Dakhel ◽  
Stephen P. Lukachko ◽  
Ian A. Waitz ◽  
Richard C. Miake-Lye ◽  
Robert C. Brown
Keyword(s):  
Particulate Matter ◽  
Gas Phase ◽  
Cloud Condensation Nuclei ◽  
Aircraft Engine ◽  
Vapor Condensation ◽  
Gaseous Emissions ◽  
Aircraft Engines ◽  
Volatile Content ◽  
Particulate Matter Emissions ◽  
Microphysical Processes

Recent measurements have suggested that soot properties can evolve downstream of the combustor, changing the characteristics of aviation particulate matter (PM) emissions and possibly altering the subsequent atmospheric impacts. This paper addresses the potential for the post-combustion thermodynamic environment to influence aircraft non-volatile PM emissions. Microphysical processes and interactions with gas phase species have been modeled for temperatures and pressures representative of in-service engines. Time-scale arguments are used to evaluate the relative contributions that various phenomena may make to the evolution of soot, including coagulation growth, ion-soot attachment, and vapor condensation. Then a higher-fidelity microphysics kinetic is employed to estimate the extent to which soot properties evolve as a result of these processes. Results suggest that limited opportunities exist for the modification of the size distribution of the soot, its charge distribution, or its volatile content, leading to the conclusion that the characteristics of the turbine and nozzle of an aircraft engine have little or no influence on aircraft non-volatile emissions. Combustor processing determines the properties of soot particulate matter emissions from aircraft engines, setting the stage for interactions with gaseous emissions and development as cloud condensation nuclei in the exhaust plume.

scholarly journals Mode-specific, semi-volatile chemical composition of particulate matter emissions from a commercial gas turbine aircraft engine

2019 ◽  
Vol 218 ◽  
pp. 116974
Author(s):  
Zhenhong Yu ◽  
Michael T. Timko ◽  
Scott C. Herndon ◽  
Richard, C. Miake-Lye ◽  
Andreas J. Beyersdorf ◽  
...  
Keyword(s):  
Particulate Matter ◽  
Chemical Composition ◽  
Gas Turbine ◽  
Aircraft Engine ◽  
Particulate Matter Emissions

scholarly journals A Study of the Effects of Anthropogenic Gaseous Emissions on the Microphysical Properties of Landfalling Typhoon Nida (2016) over China

Atmosphere ◽  
2020 ◽  
Vol 11 (12) ◽  
pp. 1322
Author(s):  
Lin Deng ◽  
Wenhua Gao ◽  
Yihong Duan ◽  
Chong Wu
Keyword(s):  
Potential Temperature ◽  
Vapor Condensation ◽  
Influential Factors ◽  
Gaseous Emissions ◽  
Base Level ◽  
Microphysical Properties ◽  
Prolonged Duration ◽  
Raindrop Size ◽  
Microphysical Processes ◽  
Landfalling Typhoon

Using the Weather Research and Forecasting model with chemistry module (WRF-Chem), Typhoon Nida (2016) was simulated to investigate the effects of anthropogenic gaseous emissions on the vortex system. Based on the Multi-resolution Emission Inventory for China (MEIC), three certain experiments were conducted: one with base-level emission intensity (CTRL), one with one-tenth the emission of SO2 (SO2_C), and one with one-tenth the emission of NH3 (NH3_C). Results show that the simulations reasonably reproduced the typhoon’s track and intensity, which were slightly sensitive to the anthropogenic gaseous emissions. When the typhoon was located over the ocean, a prolonged duration of raindrop growth and more precipitation occurred in CTRL run. The strongest updraft in CTRL is attributed to the maximum latent heating through water vapor condensation. During the landfalling period, larger (smaller) differential reflectivities in the main-core of the vortex were produced in NH3_C (SO2_C) run. Such opposite changes of raindrop size distributions may lead to stronger (weaker) rainfall intensity, and the ice-related microphysical processes and the relative humidity in low troposphere were two possible influential factors. Moreover, additional ten-member ensemble results in which white noise perturbations were added to the potential temperature field, indicated that the uncertainty of thermodynamic field in the current numerical model should not be ignored when exploring the impacts of aerosol on the microphysics and TC precipitation.

The MERMOSE project: Characterization of particulate matter emissions of a commercial aircraft engine

2017 ◽  
Vol 105 ◽  
pp. 48-63 ◽  
Author(s):  
David Delhaye ◽  
François-Xavier Ouf ◽  
Daniel Ferry ◽  
Ismael K. Ortega ◽  
Olivier Penanhoat ◽  
...  
Keyword(s):  
Particulate Matter ◽  
Aircraft Engine ◽  
Commercial Aircraft ◽  
Particulate Matter Emissions

Characterization of Emissions From the Use of Alternative Aviation Fuels

2015 ◽  
Vol 138 (1) ◽  
Author(s):  
Tak W. Chan ◽  
Wajid A. Chishty ◽  
Pervez Canteenwalla ◽  
David Buote ◽  
Craig R. Davison
Keyword(s):  
Particulate Matter ◽  
Chemical Composition ◽  
Environmental Sustainability ◽  
Alternative Fuels ◽  
Gaseous Emissions ◽  
Fischer Tropsch ◽  
Alternative Aviation Fuels ◽  
Significant Difference ◽  
Particulate Matter Emissions

Alternative fuels for aviation are now a reality. These fuels not only reduce reliance on conventional petroleum-based fuels as the primary propulsion source, but also offer promise for environmental sustainability. While these alternative fuels meet the aviation fuels standards and their overall properties resemble those of the conventional fuel, they are expected to demonstrate different exhaust emissions characteristics because of the inherent variations in their chemical composition resulting from the variations involved in the processing of these fuels. This paper presents the results of back-to-back comparison of emissions characterization tests that were performed using three alternative aviation fuels in a GE CF-700-2D-2 engine core. The fuels used were an unblended synthetic kerosene fuel with aromatics (SKA), an unblended Fischer–Tropsch (FT) synthetic paraffinic kerosene (SPK) and a semisynthetic 50–50 blend of Jet A-1 and hydroprocessed SPK. Results indicate that while there is little dissimilarity in the gaseous emissions profiles from these alternative fuels, there is however a significant difference in the particulate matter emissions from these fuels. These differences are primarily attributed to the variations in the aromatic and hydrogen contents in the fuels with some contributions from the hydrogen-to-carbon ratio of the fuels.

Measurement of Volatile Particulate Matter Emissions From Aircraft Engines Using a Simulated Plume Aging System

2011 ◽  
Author(s):  
Jay Peck ◽  
Michael T. Timko ◽  
Zhenhong Yu ◽  
Hsi-Wu Wong ◽  
Scott C. Herndon ◽  
...  
Keyword(s):  
Particulate Matter ◽  
Aircraft Engine ◽  
Ambient Conditions ◽  
Sampling System ◽  
Engine Exhaust ◽  
Precursor Material ◽  
Particulate Matter Emissions ◽  
Engine Testing ◽  
Volatile Precursors ◽  
The Impact

Aircraft exhaust contains nonvolatile (soot) particulate matter (PM), trace gas pollutants, and volatile PM precursor material. Nonvolatile soot particles are predominantly present at the engine exit plane, but volatile PM precursors form new particles or add mass to the existing ones as the exhaust is diluted and cooled. Accurately characterizing the volatile PM mass, number, and size distribution is challenging due to this evolving nature and the impact of local ambient conditions on the gas-to-particle conversion processes. To accurately and consistently measure the aircraft PM emissions, a dilution and aging sampling system that can condense volatile precursors to particle phase to simulate atmospheric evolution of aircraft engine exhaust has been developed. In this paper, field demonstration of its operation is described. The dilution/aging probe system was tested using both a combustor rig and on-wing CFM56-7 engines. During the combustor rig testing at NASA Glenn Research Center, the dilution/aging probe supported formation of both nucleation/growth mode particles and soot coatings. The results showed that by increasing residence time, the nucleation particles become larger in size, increase in total mass, and decrease in number. During the on-wing CFM56-7 engine testing at Chicago Midway Airport, the dilution/aging probe was able to form soot coatings as well as nucleation mode particles, unlike conventional 1-m probe engine measurements. The number concentration of nucleation particles depended on sample fraction and relative humidity of the dilution air. The performance of the instrument is analyzed and explained using computational microphysics simulations.

Characterization of Emissions From the Use of Alternative Aviation Fuels

2015 ◽  
Author(s):  
Tak W. Chan ◽  
Wajid A. Chishty ◽  
Pervez Canteenwalla ◽  
David Buote ◽  
Craig R. Davison
Keyword(s):  
Particulate Matter ◽  
Chemical Composition ◽  
Environmental Sustainability ◽  
Alternative Fuels ◽  
Gaseous Emissions ◽  
Fischer Tropsch ◽  
Alternative Aviation Fuels ◽  
Significant Difference ◽  
Particulate Matter Emissions

Alternative fuels for aviation are now a reality. These fuels not only reduce reliance on conventional petroleum-based fuels as the primary propulsion source, but also offer promise for environmental sustainability. While these alternative fuels meet the aviation fuels standards and their overall properties resemble those of the conventional fuel, they are expected to demonstrate different exhaust emissions characteristics because of the inherent variations in their chemical composition resulting from the variations involved in the processing of these fuels. This paper presents the results of back-to-back comparison of emissions characterization tests that were performed using three alternative aviation fuels in a GE CF-700-2D-2 engine core. The fuels used were an unblended synthetic kerosene fuel with aromatics (SKA), an unblended Fischer Tropsch synthetic paraffinic kerosene (SPK) and a semi-synthetic 50-50 blend of Jet A-1 and hydroprocessed SPK. Results indicate that while there is little dissimilarity in the gaseous emissions profiles from these alternative fuels, there is however a significant difference in the particulate matter emissions from these fuels. These differences are primarily attributed to the variations in the aromatic and hydrogen contents in the fuels with some contributions from the hydrogen-to-carbon ratio of the fuels.

Characterizing Particulate Matter Emissions From Aircraft Engines

2012 ◽  
Author(s):  
Anuj Bhargava ◽  
David Liscinsky ◽  
Randal McKinney ◽  
Bruce Anderson ◽  
Andreas Petzold ◽  
...  
Keyword(s):  
Particulate Matter ◽  
Measurement Method ◽  
Mass Number ◽  
Response Times ◽  
Relevant Literature ◽  
Measurement Methods ◽  
Aircraft Engines ◽  
Number Count ◽  
Particulate Matter Emissions ◽  
Volatile Precursors

Research in the areas of particulate matter (PM) emissions impacts on both climate and human health are currently very active, however there are a large number of variables and response times. As a better understanding of the contribution of aviation PM emissions is developed, new aircraft engines will need to be designed for reduced PM emissions. In order to do this, measurement methods for different PM metrics like mass, number, size distribution, volatile precursors and composition need to be developed followed by measurements for existing engines to assess their environmental impact. Relevant literature will be reviewed to show that it is necessary to control emissions of nanometer-size particles from a total “number count” as well as a “mass” perspective. Several activities to develop a measurement method and evaluate its effectiveness will be discussed. The results are being used to develop standard measurement methods for aircraft PM emissions which will allow the design of lower emission combustors.

Measurement of Volatile Particulate Matter Emissions From Aircraft Engines Using a Simulated Plume Aging System

2012 ◽  
Vol 134 (6) ◽  
Author(s):  
Jay Peck ◽  
Michael T. Timko ◽  
Zhenhong Yu ◽  
Hsi-Wu Wong ◽  
Scott C. Herndon ◽  
...  
Keyword(s):  
Particulate Matter ◽  
Aircraft Engine ◽  
Ambient Conditions ◽  
Sampling System ◽  
Engine Exhaust ◽  
Precursor Material ◽  
Particulate Matter Emissions ◽  
Engine Testing ◽  
Volatile Precursors ◽  
The Impact

Aircraft exhaust contains nonvolatile (soot) particulate matter (PM), trace gas pollutants, and volatile PM precursor material. Nonvolatile soot particles are predominantly present at the engine exit plane, but volatile PM precursors form new particles or add mass to the existing ones as the exhaust is diluted and cooled. Accurately characterizing the volatile PM mass, number, and size distribution is challenging due to this evolving nature and the impact of local ambient conditions on the gas-to-particle conversion processes. To accurately and consistently measure the aircraft PM emissions, a dilution and aging sampling system that can condense volatile precursors to particle phase to simulate the atmospheric evolution of aircraft engine exhaust has been developed. In this paper, a field demonstration of its operation is described. The dilution/aging probe system was tested using both a combustor rig and on-wing CFM56-7 engines. During the combustor rig testing at NASA Glenn Research Center, the dilution/aging probe supported formation of both nucleation/growth mode particles and soot coatings. The results showed that by increasing residence time, the nucleation particles become larger in size, increase in total mass, and decrease in number. During the on-wing CFM56-7 engine testing at Chicago Midway Airport, the dilution/aging probe was able to form soot coatings along with nucleation mode particles, unlike conventional 1-m probe engine measurements. The number concentration of nucleation particles depended on the sample fraction and relative humidity of the dilution air. The performance of the instrument is analyzed and explained using computational microphysics simulations.

scholarly journals Aircraft-engine particulate matter emissions from conventional and sustainable aviation fuel combustion: comparison of measurement techniques for mass, number, and size

2022 ◽  
Author(s):  
Joel C. Corbin ◽  
Tobias Schripp ◽  
Bruce E. Anderson ◽  
Greg J. Smallwood ◽  
Patrick LeClercq ◽  
...  
Keyword(s):  
Particulate Matter ◽  
Volume Fraction ◽  
Geometric Mean ◽  
Measurement Techniques ◽  
Reference Value ◽  
Aircraft Engine ◽  
Aviation Fuel ◽  
Jet Fuels ◽  
Aircraft Engines ◽  
Laser Induced Incandescence

Abstract. Sustainable aviation fuels (SAFs) have different compositions compared to conventional petroleum jet fuels, particularly in terms of fuel sulphur and hydrocarbon content. These differences may change the amount and physicochemical properties of volatile and non-volatile particulate matter (nvPM) emitted by aircraft engines. In this study, we evaluate whether comparable nvPM measurement techniques respond similarly to nvPM produced by three blends of SAFs compared to three conventional fuels. Multiple SAF blends and conventional (Jet A-1) jet fuels were combusted in a V2527-A5 engine, while an additional conventional fuel (JP-8) was combusted in a CFM56-2C1 engine. We evaluated nvPM mass concentration measured by three real-time sampling techniques: photoacoustic spectroscopy, laser-induced incandescence, and the extinction-minus-scattering technique. Various commercial instruments were tested including three LII 300s, one PAX, one MSS+, and two CAPS PMSSA. Mass-based emission indices (EIm) reported by these techniques were similar, falling within 30 % of their geometric mean for EIm above 100 mg/kgfuel (approximately 10 μg PM m−3 at the instrument), this geometric mean was therefore used as a reference value. Additionally, two integrative measurement techniques were evaluated: filter photometry and particle size distribution (PSD) integration. The commercial instruments used were one TAP, one PSAP, and two SMPSs. These techniques are used in specific applications, such as on-board research aircraft to determine PM emissions at cruise. EIm reported by the alternative techniques fell within approximately 50 % of the mean aerosol-phase EIm. In addition, we measured PM-number-based emissions indices using PSDs and condensation particle counters. The commercial instruments used included TSI SMPSs, a Cambustion DMS500, and an AVL APC, and the data also fell within approximately 50 % of their geometric mean. The number-based emission indices were highly sensitive to the accuracy of the sampling-line penetration functions applied as corrections. In contrast, the EIm data were less sensitive to those corrections since a smaller volume fraction fell within the size range where corrections were substantial. A separate, dedicated experiment also showed that the operating laser fluence used in the LII 300 laser-induced incandescence instrument for aircraft engine nvPM measurement is adequate for a range of SAF blends investigated in this study. Overall, we conclude that all tested instruments are suitable for the measurement of nvPM emissions from the combustion of SAF blends in aircraft engines.

Sign in / Sign up

Export Citation Format

Share Document