Aviation-related aerosol emissions contribute to the formation of contrail cirrus clouds that can alter upper tropospheric radiation and water budgets, and therefore climate. The magnitude of air-traffic-related aerosol-cloud interactions and the ways in which these interactions might change in the future remain uncertain. Modelling studies of the present and future effects of aviation on climate require detailed information about the number of aerosol particles emitted per kilogram of fuel burned and the microphysical properties of those aerosols that are relevant for cloud formation. However, previous observational data at cruise altitudes are sparse for engines burning conventional fuels, and no data have previously been reported for biofuel use in-flight. Here we report observations from research aircraft that sampled the exhaust of engines onboard a NASA DC-8 aircraft as they burned conventional Jet A fuel and a 50:50 (by volume) blend of Jet A fuel and a biofuel derived from Camelina oil. We show that, compared to using conventional fuels, biofuel blending reduces particle number and mass emissions immediately behind the aircraft by 50 to 70 per cent. Our observations quantify the impact of biofuel blending on aerosol emissions at cruise conditions and provide key microphysical parameters, which will be useful to assess the potential of biofuel use in aviation as a viable strategy to mitigate climate change.

During May and June of 2003 NASA conducted the DC-8 InletCharacterization Experiment (DICE). The study was undertaken to quantify the performance of three passive, solid diffuser inlets used aboard the DC-8 aircraft to sample optically effective aerosol sizes. Aerosol optical properties measured behind the University of Hawai'i (UH) and the University of New Hampshire (UNH) inlets were within 10% of the ground based measurements whereas the NASA Langley (LaRC) inlet reduced scattering values for supermicrometer dust by approximately 50%. Based on the DICE results the aerodynamic 50% passing efficiency of the inlets and transport plumbing is determined to be above 5.0 and 4.1 µm for the UH and UNH inlets and 3.6 µm for the LaRC inlet. These aerodynamic sizes correspond to geometric particle diameters of 3.1, 2.5, and 2.0 µm ignoring shape factor and assuming particle densities of 2.6 g cm −3 . Sea salt aerosols sampled at high relative humidity revealed that the UH and the UNH inlets performed nearly identically in the marine environment. Aerosol optical properties measured behind the UH inlet were within 30% of measurements made at the NOAA/ESRL Trinidad Head Observatory and in some cases were better than 10%. We conclude that quantitative measurements of optical properties and processes linked to aerosol surface chemistry can be effectively studied aboard the NASA DC-8 using the UH and UNH in-

The NASA DC-8 aircraft characterized the aerosol properties, chemical composition, and cloud condensation nuclei (CCN) concentrations of the summertime Arctic during the 2008 NASA Arctic Research of the Composition of the Troposphere from Aircraft and Satellites (ARCTAS) campaign. Air masses characteristic of fresh and aged biomass burning, boreal forest, Arctic background, and anthropogenic industrial pollution were sampled. Observations were spatially extensive (50–85° N and 40–130° W) and exhibit significant variability in aerosol and CCN concentrations. The chemical composition was dominated by highly oxidized organics (66–94% by volume), with a water-soluble mass fraction of more than 50%. The aerosol hygroscopicity parameter, κ, ranged between κ = 0.08–0.32 for all air mass types. Industrial pollution had the lowest κ of 0.08 ± 0.01, while the Arctic background had the highest and most variable κ of 0.32 ± 0.21, resulting from a lower and more variable organic fraction. Both fresh and aged (long-range transported) biomass burning air masses exhibited remarkably similar κ (0.18 ± 0.13), consistent with observed rapid chemical and physical aging of smoke emissions in the atmosphere, even in the vicinity of fresh fires. The organic hygroscopicity (κ_org) was parameterized by the volume fraction of water-soluble organic matter (ε_WSOM), with a κ = 0.12, such that κ_org = 0.12ε_WSOM. Assuming bulk (size-independent) composition and including the κ_org parameterization enabled CCN predictions to within 30% accuracy for nearly all environments sampled. The only exception was for industrial pollution from Canadian oil sands exploration, where an external mixture and size-dependent composition was required. Aerosol mixing state assumptions (internal vs. external) in all other environments did not significantly affect CCN predictions; however, the external mixing assumption provided the best results, even though the available observations could not determine the true degree of external mixing and therefore may not always be representative of the environments sampled. No correlation was observed between κ_org and O : C. A novel correction of the CCN instrument supersaturation for water vapor depletion, resulting from high concentrations of CCN, was also employed. This correction was especially important for fresh biomass burning plumes where concentrations exceeded 1.5×10⁴ cm⁻³ and introduced supersaturation depletions of ≥25%. Not accounting for supersaturation depletion in these high concentration environments would therefore bias CCN closure up to 25% and inferred κ by up to 50%

We have performed a comprehensive test of the effects of alternative fuels on the trace gas, nonvolatile particulate material (PM), and volatile PM emissions performance of a PW308 aircraft engine. The tests evaluated standard JP-8 jet fuel, a "zero sulfur" and "zero aromatic" synthetic fuel produced from a natural gas feedstock using the Fischer-Tropsch (FT) process, and a 50/50 blend of the FT fuel and JP-8. A Pratt & Whitney PW308 engine was operated under the same thrust and combustion conditions to ensure that the tests captured fuel differences, rather than engine operation differences. Emissions of trace gases, soot particles, and nucleation/growth PM were directly impacted by the sulfur and aromatic content of the fuel. FT fuel combustion greatly reduced SO 2 (>90%), gaseous hydrocarbons (40%), and NO (6-11%) content compared to JP-8 combustion. In general, combustion of the JP-8/FT fuel blend resulted in emissions intermediate to the FT and JP-8 values. FT combustion dramatically reduces soot particle number, mass, and size relative to JP-8, but increases effective soot particle density. In all cases, the drag behavior of the soot particles indicates deviations from spherical shape and effective soot particle densities are consistent with the soot particles being aggregates of primary spherules. As expected, FT combustion plumes support negligible formation of nucleation/growth mode particles (the number of nucleation growth mode particles is <20% the number of soot particles compared to >500% for sulfur containing JP-8). However, particle nucleation/growth for blended fuel combustion is enhanced relative to JP-8, despite the lower sulfur content of the FT/JP-8 fuel blend. A computational model explains the unexpected particle formation result primarily as the effect of much lower soot emissions present in blended fuel combustion exhaust compared to JP-8. Fuel composition, specifically aromatic and sulfur content, affect all aspects of emissions performance and the effect of simultaneously reducing aromatic and sulfur content can lead to surprising behavior.