, and extinction (light attenuation within an optical cavity). The study covered an experimental matrix consisting of 318 runs that systematically tested the performance of instruments across a range of parameters including: fuel equivalence ratio (1.8 ≤ φ ≤ 5), particle shape (mass-mobility exponent ( D f m ), 2.0 ≤ D f m ≤ 3.0), particle mobility size (30 ≤ d m ≤ 300 nm), black carbon mass (0.07 ≤ m BC ≤ 4.2 fg) and particle chemical composition. In selected runs, particles were coated with sulfuric acid or dioctyl sebacate (DOS) (0.5 ≤ r ve ≤ 201 nm) where r ve is the change in the volume equivalent radius due to the coating material. SOOT PARTICLE INSTRUMENT INTER-COMPARISON 593The effect of non-absorbing coatings on instrument response was determined. Changes in the morphology of fractal soot particles were monitored during coating and denuding processes and the effect of particle shape on instrument response was determined. The combination of optical and mass based measurements was used to determine the mass specific absorption coefficient for denuded soot particles. The single scattering albedo of the particles was also measured. An overview of the experiments and sample results are presented.

This study reports the first of a kind data on aircraft engine non-volatile particulate matter (nvPM) number-and massbased emissions using standardized systems. Two compliant sampling and measurement systems operated by Missouri University of Science and Technology (Missouri S&T) and Empa were evaluated during the Aviation-Particle Regulatory Instrumentation Demonstration Experiment (A-PRIDE) 4 campaign at the SR Technics facilities in Z€ urich, Switzerland, in November 2012. The Missouri S&T and Empa systems were compared during a series of dedicated engine tests using a CFM56-5B4/2P engine source, and maintenance engine testing using CFM56-7B24/3 and PW4168A engine sources at a range of engine operating conditions. These two compliant systems were found to agree within 6% of each other in terms of nvPM number-based emissions, and within 15% for nvPM mass-based emissions. For the three engine sources studied, at several engine power conditions the mass instruments approached their limit of detection, resulting in high measurement uncertainties. Ancillary instrumentation was used to determine PM size distributions, chemical composition, and effective density from mass-mobility experiments. Particle geometric mean mobility diameter ranged 20-45 nm, and geometric standard deviation varied from 1.55 to 1.9 for the three engine types studied. The fraction of PM organic content measured in the emissions from the CFM56-5B4/2P engine was »4% while the size-dependent particle effective density was parameterized with a massmobility exponent of 2.57 and a pre-factor of 0.606. Results of this study will contribute to the development of the new nvPM emissions certification standard and emissions inventories from commercial aviation operations.

Kerosene-fueled wick lamps used in millions of developing-country households are a significant but overlooked source of black carbon (BC) emissions. We present new laboratory and field measurements showing that 7–9% of kerosene consumed by widely used simple wick lamps is converted to carbonaceous particulate matter that is nearly pure BC. These high emission factors increase previous BC emission estimates from kerosene by 20-fold, to 270 Gg/year (90% uncertainty bounds: 110, 590 Gg/year). Aerosol climate forcing on atmosphere and snow from this source is estimated at 22 mW/m2 (8, 48 mW/m2), or 7% of BC forcing by all other energy-related sources. Kerosene lamps have affordable alternatives that pose few clear adoption barriers and would provide immediate benefit to user welfare. The net effect on climate is definitively positive forcing as co-emitted organic carbon is low. No other major BC source has such readily available alternatives, definitive climate forcing effects, and co-benefits. Replacement of kerosene-fueled wick lamps deserves strong consideration for programs that target short-lived climate forcers.

Aircraft engines emit particulate matter (PM) that affects the air quality in the vicinity of airports and contributes to climate change. Nonvolatile PM (nvPM) emissions from aircraft turbine engines depend on fuel aromatic content, which varies globally by several percent. It is uncertain how this variability will affect future nvPM emission regulations and emission inventories. Here, we present black carbon (BC) mass and nvPM number emission indices (EIs) as a function of fuel aromatic content and thrust for an in-production aircraft gas turbine engine. The aromatics content was varied from 17.8% (v/v) in the neat fuel (Jet A-1) to up to 23.6% (v/v) by injecting two aromatic solvents into the engine fuel supply line. Fuel normalized BC mass and nvPM number EIs increased by up to 60% with increasing fuel aromatics content and decreasing engine thrust. The EIs also increased when fuel naphthalenes were changed from 0.78% (v/v) to 1.18% (v/v) while keeping the total aromatics constant. The EIs correlated best with fuel hydrogen mass content, leading to a simple model that could be used for correcting fuel effects in emission inventories and in future aircraft engine nvPM emission standards.